i  I      in 


UNIVERSITY  OF  CALIFORNIA. 


OIPT  OK 

MRS.  MARTHA  E.  HALLID1E. 


FOURTH  EDITION 


Gas,  Gasoline  and 
Oil  Vapor  Engines 

A    NEW    BOOK   ON    THE   SUBJECT 

DESCRIPTIVE  OF  THEIR  THEORY  and  POWER;  ILLUSTRATING 
THEIR  DESIGN,  CONSTRUCTION  AND  OPERATION 

FOR 

STATIONARY,  MARINE  AND  VEHICLE 
MOTIVE  POWER 


A  WORK  DESIGNED  FOR  THE    GENERAL   INFORMATION  OF  EVERY  ONE  INTERESTED 

IN  THIS  NEW  AND  POPULAR   PRIME-MOVER,  AND   ITS  ADAPTATION   TO  THE 

INCREASING    DEMAND    FOR   A  CHEAP,    SAFE,    AND  EASILY   MANAGED 

MOTIVE   POWER,    CONTAINING   CHAPTERS   ON 

HORSELESS   VEHICLES, 

ELECTRIC-LIGHTING, 

MARINE   PROPULSION,  ETC. 

GIVING   THE   CONSTRUCTION  AND   DETAILS   OF  NEARLY   EVERY   AMERICAN 
GAS    AND    OIL   ENGINE. 


By  GARDNER  D.  H ISC  OX,  M.  E. 


FOURTH    EDITION  REVISED    AND    ENLARGED, 

WITH    270    ILLUSTRATIONS. 

NEW    YORK : 

NORMAN   W.   HENLEY   &   CO., 

132    NASSAU    STREET. 
1901. 


COPYRIGHTED,    1897, 
BY 

NORMAN  W.  HENLEY  &  Co. 


COPYRIGHTED,    1898, 
BY 

NORMAN  W.  HENLEY  &  Co. 


HALLID.IE 


THE  CAXTON  PRESS 
NEW  YORK. 


PREFACE 


THE  entire  lack  of  literature  on  explosive  motors  made  in 
the  United  States,  with  the  exception  of  such  as  have 
appeared  from  time  to  time  in  our  journals  and  magazines,  and 
the  constant  inquiry  for  information  on  the  subject,  has  in- 
duced the  author  of  this  work  to  endeavor  to  present  in  practical 
shape  for  the  ordinary  reader  the  principles  and  practice  of  this 
class  of  motors  as  they  are  manufactured  in  our  own  country. 
German,  French,  and  English  books  on  gas,  gasoline,  and  oil 
engines  scarcely  allude  to  American  engines  or  American 
practice. 

The  author  has  been  favored  by  a  large  number  of  explo- 
sive-motor builders  with  illustrations  and  details  of  motors  of 
their  manufacture.  He  hopes  that,  by  the  publication  of  his 
work,  many  inquiries  will  be  answered,  and  that  seekers  for 
small  power  will  find  in  the  explosive  motor  the  economical 
prime-mover  they  desire. 

GARDNER  D.   Hiscox. 

JANUARY  ist,  1897. 

PREFACE  TO  THE  SECOND  EDITION. 

THE  early  exhaustion  of  the  first  edition  has  verified  the 
author's  prediction  that  there  was  need  of  a  work  of  this  charac- 
ter. The  second  edition  has  been  corrected,  revised,  and  con- 
tains much  new  matter,  including  data  relating  to  the  adaptation 
of  these  motors  to  vehicles  and  launches,  a  branch  of  the  subject 
that  is  of  great  and  growing  interest. 

The  patents  of  1897  under  their  proper  heading  have  been 
added,  and,  to  forestall  inquiry,  a  list  of  the  names  and  addresses 
of  the  builders  of  explosive  motors  in  the  United  States,  so  far 
as  they  could  be  ascertained,  has  also  been  appended. 

THE  AUTHOR. 
APRIL  1 5th,   1898. 


96055 


CONTENTS. 


CHAPTER  I. 

PAGE 

Introductory,  . .  i 

Historical,  .....  •         u         .         3 

CHAPTER  II. 
Theory  of  the  Gas  and  Gasoline  Engine,  .         ,  7 

CHAPTER  III. 
Utilization  of  Heat  and  Efficiency  in  Gas  Engines,     „         .       18 

CHAPTER  IV. 
Heat  Efficiencies,  .         .  25 

CHAPTER  V. 
Retarded  Combustion  and  Wall-Cooling,    .  30 

CHAPTER  VI. 
Causes  of  Loss  and  Inefficiency  in  Explosive  Motors,     .  38 

CHAPTER  VII. 
Economy  of  the  Gas  Engine  for  Electric-Lighting,     „         .42 

CHAPTER  VIIL 

The  Material  of  Power  in  Explosive  Engines,  Gas,  Petro- 
leum Products,  and  Acetylene  Gas,  .         .        .         47 

CHAPTER  IX. 
Carburetters,  and  Vapor  Gas  for  Explosive  Motors,    .         .     56 

CHAPTER  X. 

Cylinder  Capacity  of  Gas  and  Gasoline  Engines,     .         .  70 

Mufflers  on  Gas  Engines,    .         .         .         .         .         ..72 


Vlll  CONTENTS. 

CHAPTER  XI. 

PAGE 

Governors  and  Valve  Gear,     .  ....  74 

CHAPTER  XII. 
Igniters  and  Exploders,  Hot  Tube  and  Electric,         „         .83 

CHAPTER  XIII. 

Cylinder  Lubrication,     .         .         .         .         „         .         .         102 

CHAPTER  XIV. 
On  the  Management  of  Explosive  Motors,  .         .         .105 

CHAPTER  XV. 

The  Measurement  of  Power  by  Prony  Brakes,  Dynamom- 
eters and  Indicators,     .         .         .         .         .         .         .112 

CHAPTER  XVI. 
Explosive  Engine  Testing,      .         .         .         .         .         .         125 

CHAPTER  XVII. 
Various  Types  of  Engines,  Marine  and  Vehicle  Motors,          130 

CHAPTER  XVIII. 
Various  Types  of  Engines,  Marine  and  Vehicle  Motors — 

Continued,         .         .         .         .         .         .         .         .290 

CHAPTER  XIX. 
United  States  Patents  on  Gas,  Gasoline,  and  Oil  Engines, 

and  their  Adjuncts — 1875  to  1897  inclusive,        .         .      349 
Manufacturers  of  Gas,  Gasoline,  and  Oil  Engines  in  the 

United  States,  .         .        •«  358 


GAS,  GASOLINE,  AND  OIL  ENGINES. 


CHAPTER   I. 
INTRODUCTORY. 

MUCH  attention  is  now  being  given  by  mechanical  engineers 
to  the  economical  results  developed  in  the  working  of  gas,  gas- 
oline, and  oil  engines  for  higher  powers  from  producer  and 
other  cheap  gases.  In  an  economical  sense,  for  small  powers 
steam  has  been  left  far  behind. 

It  now  becomes  a  question  as  to  how  to  adapt  the  design  of 
the  new  prime-movers  to  a  wider  range  of  usefulness. 

The  best  steam  engines  now  made  run  with  a  consumption 
of  about  one  and  three-fourth  pounds  of  coal  per  horse-power 
per  hour ;  while  from  two  and  one-half  to  seven  pounds  is  the 
cost  of  power  per  horse-power  per  hour  in  the  various  kinds  of 
engines  now  in  use.  This  only  covers  the  cost  of  fuel ;  the  at- 
tendance required  in  the  use  of  small  steam  power  is  often  far 
greater  in  cost  than  the  fuel. 

When  we  come  to  require  the  larger  powers  by  steam,  in 
which  economy  may  be  obtained  by  compounding  and  condens- 
ing, the  facility  for  obtaining  the  requisite  water-supply  is 
often  a  bar  to  its  use.  The  direction  in  which  lies  the  line  of 
improvement  for  larger  powers  with  the  utmost  economy  is  as 
yet  a  mooted  point  of  discussion  in  explosive  motor  engi- 
neering. 

The  expansion  of  single-cylinder  dimensions  involves  prac- 
tical problems  in  the  progress  of  ignition  of  the  charge,  as 
well  as  the  thoroughness  of  mixture  of  the  combustibles,  and 


2  GAS,    GASOLINE,    AND    OIL    ENGINES. 

the  interference  of  the  products  of  the  previous  combustion  by 
producing  areas  of  imperfect  or  non-combustion  or  "  stratifica- 
tion," as  treated  in  foreign  publications. 

The  enlargement  of  cylinder  area  is  a  source  of  engine-fric- 
tion economy,  while,  on  the  contrary,  the  multiplication  of  cyl- 
inders involves  numbers  and  complexity  of  moving  parts, 
which  go  to  make  disparity  between  the  indicated  and  brake 
horse-power,  which  is  the  measure  of  machine  efficiency. 

An  impulse  at  every  stroke,  so  desirable  in  an  explosive  mo- 
tor and  so  satisfactorily  carried  out  in  the  steam  engine  in  con- 
nection with  the  compound  system,  seems  to  have  as  yet  no 
counterpart  in  the  explosive  motor.  Condensation  is  impossi- 
ble, and  the  trials  of  explosion  at  every  stroke  in  European  en- 
gines have  not  proved  satisfactory  in  service,  and  in  order  to 
accomplish  the  desired  result  resort  has  been  had  to  duplicat- 
ing single-acting  cylinders.  This  class  of  explosive  engines 
seems  to  fill  the  bill  in  effect ;  yet  the  complication  of  a  two- 
cylinder  engine  as  a  moving  mechanism  must  compete  with  a 
single-cylinder  steam  engine. 

The  principal  types  of  explosive  motors  seem  to  have  gone 
through  a  series  of  practical  trials  during  the  past  thirty  years, 
which  have  finally  reduced  the  principles  of  action  to  a  few  per- 
manent forms  in  the  design  of  motors,  that  show  by  long-con- 
tinued use  the  prospect  of  their  staying  quajities  and  their  effi- 
ciency ;  for  these  will  no  doubt  be  the  principal  points  in  the 
final  judgment  of  purchasers  in  the  selection  of  motive  power. 
For  a  gas,  gasoline,  or  oil  explosive  power  to  approximate  an 
ideal  standard  as  a  prime-mover,  it  should  be  simple  in  design, 
not  liable  to  get  out  of  order,  the  parts  must  be  readily  accessi- 
ble, the  ignition  of  the  charge  must  be  positive,  the  governing 
close,  the  engine  must  run  quietly,  and  must  be  durable-  and 
economical  in  the  use  of  fuel.  These  points  of  excellence  have 
been  striven  for  by  many  designers  and  builders,  with  varying 
success.  But  to  get  the  entire  combination  without  the  sacri- 
fice of  some  good  point  is  not  an  easy  matter. 


INTRODUCTORY.  3 

But  for  all,  the  internal  combustion  engine  has  come  seem- 
ingly like  an  avalanche  of  a  decade ;  but  it  has  come  to  stay, 
to  take  its  well-deserved  position  among  the  powers  for  aiding 
labor. 

HISTORICAL. 

Although  the  ideal  principle  of  explosive  power  was  con- 
ceived some  two  hundred  years  since,  and  experiments  made 
with  gunpowder  as  the  explosive  element,  it  was  not  until  the 
last  years  of  the  eighteenth  century  that  the  idea  took  a  pat- 
entable  shape,  and  not  until  about  1826  (Brown's  gas-vacuum 
engine)  that  a  further  progress  was  made  in  England  by  con- 
densing the  products  of  combustion  by  a  jet  of  water,  thus  cre- 
ating a  partial  vacuum. 

Brown's  was  probably  the  first  explosive  engine  that  did  real 
work.  It  was  clumsy  and  unwieldy  and  was  soon  relegated  to 
its  place  among  the  failures  of  previous  experiments.  No  ap- 
proach to  active  explosive  effect  in  a  cylinder  was  reached  in 
practice,  although  many  ingenious  designs  were  described, 
until  about  1838  and  the  following  years.  Barnett's  engine  in 
England  was  the  first  attempt  to  compress  the  charge  before 
exploding.  From  this  time  on  to  about  1860  many  patents 
were  issued  in  Europe  and  a  few  in  the  United  States  for  gas 
engines,  but  the  progress  was  slow,  and  its  practical  introduc- 
tion for  ordinary  power  purposes  came  with  spasmodic  effect 
and  low  efficiency. 

From  1860  on,  practical  improvement  seems  to  have  been 
made  and  the  Lenoir  motor  was  produced  in  France  and 
brought  to  the  United  States.  It  failed  to  meet  expectations, 
and  was  soon  followed  by  further  improvements  in  the  Hugon 
motor  in  France  (1862)  followed  by  Beau  de  Rocha's  four-cycle 
idea,  which  has  been  slowly  developed  through  a  long  series  of 
experimental  trials  by  different  inventors.  In  the  hands  of 
Otto  and  Langdon  a  further  progress  was  made,  and  numerous 
patents  were  issued  in  England,  France,  and  Germany,  and 


4  GAS,    GASOLINE,    AND    OIL    ENGINES. 

followed  up  by  an  increasing  interest  in  the  United  States  with 
a  few  patents. 

From  1870  on,  improvements  seem  to  have  advanced  at  a 
steady  rate,  and  largely  in  the  valve  gear  and  precision  of  gov- 
erning for  variable  load. 

•  The  early  idea  of  the  necessity  of  slow  combustion  was  a 
great  drawback  in  the  advancement  of  efficiency,  and  the  sug- 
gestions of  de  Rocha,  in  1862,  did  not  take  root  as  a  prophetic 
truth  until  many  failures  and  years  of  experience  had  taught 
the  fundamental  axiom  that  rapidity  of  action  in  both  combus- 
tion and  expansion  was  the  basis  of  success  in  explosive 
motors. 

With  this  truth  and  the  demand  for  small  and  safe  prime- 
movers,  the  manufacture  o"f  gas  engines  increased  in  Europe 
and  America  at  a  more  rapid  rate,  and  improvements  in  per- 
fecting the  details  of  this  cheap  and  efficient  prime-mover  have 
finally  raised  it  to  the  dignity  of  a  standard  motor  and  a  rival 
of  the  steam  engine  for  small  and  intermediate  powers,  with  a 
prospect  of  largely  increasing  its  individual  units  to  the  hun- 
dred, if  not  to  the  thousand,  horse-power  in  a  single  engine. 
The  efforts  of  Otto,  in  Germany,  in  developing  the  four-cycle 
type,  have  given  his  name  to  the  compression  engine,  which  is 
a  well-deserved  tribute  to  genius. 

The  eight  hundred  patents  issued  during  the  past  thirty 
years  in  the  United  States  have  had  a  simplifying  tendency  in 
construction,  and  have  brought  the  efficiency  of  the  gas,  gaso- 
line, and  oil  explosive  engines  to  their  present  high  degree  of 
economy  and  widespread  adoption  as  a  prime-mover. 

In  this  work  the  various  changes  that  the  gas  engine  has 
undergone  in  design  in  its  European  development  are  not  con- 
sidered essential  to  American  readers,  as  the  best  European 
ideas  have  been  adapted  here  with  the  spirit  of  American  en- 
terprise in  perfecting  details  of  construction/  and  the  applica- 
tion of  the  best  material  for  wear  in  all  its  parts ;  so  that  in 
representing  as  many  engines  of  American  manufacture  as  can 


INTRODUCTORY.  5 

be  obtained,  the  whole  range  of  practical  design  will  be  suffi- 
ciently illustrated  and  described  as  to  give  a  fairly  good  ex- 
planation of  their  operation  to  the  general  reader  and  to  the 
users  of  American  gas,  gasoline,  and  oil  engines. 

The  intense  interest  manifested  by  American  engineers  and 
inventors  in  the  new  motive  power  is  well  shown  in  the  prog- 
ress of  patents  issued  during  the  past  twenty  years.  In  1875 
3  patents  were  issued  in  the  United  States  for  gas  engines; 
1876,  3  patents;  1877,  5  patents;  1878,  i  patent;  1879,  6  pat- 
ents; 1880-81,  7  each  year;  1882,  14  patents;  1883  was  aboom- 
ing  year  in  gas-engine  invention — no  less  than  40  patents  were 
issued  that  year,  followed  by  36  patents  in  1884  and  40  patents 
in  1885,  46  in  1886,  25  in  1887,  31  in  1888,  and  58  in  1889,  with 
an  average  of  about  80  patents  per  annum  during  the  past 
seven  years. 

The  application  of  the  gasoline  motor  to  marine  propulsion 
and  to  the  horseless  vehicle,  the  tricycle  and  bicycle,  has  had 
a  most  stimulating  effect  in  adapting  ways  and  means  for  ap- 
plying this  power  to  so  many  uses.  Even  aerial  navigation 
has  come  in  for  its  share  in  motor  patents. 

Although  the  denser  population  of  Europe  claims  a  very 
large  representation  of  explosive  motors  in  use  for  all  purposes, 
the  manufacture  in  the  United  States  is  fast  forging  ahead  in 
its  output  of  explosive  motor  power,  for  there  are  now  no  less 
than  one  hundred  establishments  in  the  United  States  engaged 
in  their  manufacture,  and  the  motors  in  operation  number 
many  thousands.  Their  safety  and  easy  management  as  well  as 
their  economy  have  made  in  their  adoption  as  agricultural  help- 
ers a  marvellous  inroad  on  the  old-fashioned  hand  and  horse- 
power. Their  later  developed  adaptability  as  a  means  for  gen- 
erating electricity  for  electric  lighting  and  transmission  of 
power  is  fast  expanding  the  use  of  lighting  and  power  in  fields 
that  the  higher  cost  of  small  steam  power  had  precluded. 
Thus  the  incentive  to  invention  has  been  the  father  to  a  fast- 
growing  industry,  that  has  and  will  continue  to  ameliorate  the 


O  GAS,    GASOLINE,    AND    OIL    ENGINES. 

labor  of  our  small  industries  by  the  supply  of  small,  reliable, 
and  cheap  power  for  all  purposes ;  and  present  indications  are 
that  the  explosive  motor  will  become  a  prominent  source  of 
power  for  street  railways,  for  larger  sizes  of  vessels  than  here- 
tofore used,  and  for  stationary  power,  rivalling-  steam  power  of 
but  a  few  years  since. 

The  year  1897  has  been  a  progressive  one  in  explosive  engine 
building  with  a  small  increase  in  the  annual  number  of 
patents  issued  (122),  mostly  relating  to  the  minor  details  of 
governing  and  ignition;  although  some  general  principles  in 
compounding  and  compressing  the  air  or  charge  by  duplex 
areas  of  piston  and  cylinder,  in  order  to  lessen  the  number  of 
impulse  cycles,  have  been  patented.  These  complexities  do  not 
add  to  the  needed  simplicity  of  the  perfect  explosive  motor,  so 
much  desired  in  the  realm  of  this  new  prime-mover. 

The  use  of  the  explosive  motor  for  marine  and  vehicle  ser- 
vice has  had  large  expansion.  Launches  and  yachts  fitted  with 
explosive  motors  are  now  fast  taking  rank  with  steam  and  other 
motors  on  all  the  navigable  waters  of  the  United  States;  nor 
does  the  explosive  principle  lag  in  its  application  to  the  motor 
vehicle,  the  tricycle  and  the  bicycle. 

The  amateur  craze  for  motive  power  seems  to  have  spread 
with  the  bicycle  pace,  until  the  fever  has  broken  out  in  a  mul- 
titude of  young  machinists  with  motor  proclivities. 

The  expiration  of  patents  in  England,  Germany,  France  and 
the  United  States  has  now  cast  loose  many  of  the  bonds  that 
have  in  a  measure  retarded  the  freedom  of  manufacture  in  the 
explosive  motor  line,  so  that  the  fundamental  principles  of  con- 
struction are  no  longer  a  hindrance  to  the  amateur  experimenter. 

Some  443  patents  in  England  and  as  many  more  in  Germany 
and  France  and  130  in  the  United  States  have  expired  by  lim- 
itation at  this  date,  January,  1898;  so  that  there  should  be  no 
difficulty  now  in  the  construction  of  a  good  and  economical 
explosive  engine  without  infringing  on  patents  in  force. 


CHAPTER    II. 
THEORY  OF   THE   GAS  AND   GASOLINE   ENGINE. 

THE  laws  controlling  the  elements  that  create  a  power  by 
their  expansion  by  heat  due  to  combustion,  when  properly  un- 
derstood, become  a  matter  of  computation  in  regard  to  their 
value  as  an  agent  for  generating  power  in  the  various  kinds  of 
explosive  engines. 

The  method  of  heating  the  elements  of  power  in  explosive 
engines  greatly  widens  the  limits  of  temperature  as  available 
in  other  types  of  heat  engines.  It  disposes  of  many  of  the  prac- 
tical troubles  of  hot-air  and  even  of  steam  engines,  in  the  sim- 
plicity and  directness  of  application  of  the  elements  of  power. 
In  the  explosive  engine  the  difficulty  of  conveying  heat  for 
producing  expansive  effect  by  convection  is  displaced  by  the 
generation  of  the  required  heat  within  the  expansive  element 
and  at  the  instant  of  its  useful  work.  The  low  conductivity  of 
heat  to  and  from  air  has  been  the  great  obstacle  in  the  practi- 
cal development  of  the  hot-air  engine ;  while,  on  the  contrary, 
it  has  become  the  source  of  economy  and  practicability  in  the 
development  of  the  internal- combust  ion  engine. 

The  action  of  air,  gas,  and  the  vapors  of  gasoline  and  petro- 
leum oil,  whether  singly  or  mixed,  is  affected  by  changes  of 
temperature,  practically  in  nearly  the  same  ratio ;  but  when 
the  elements  that  produce  combustion  are  interchanged  in  con- 
fined spaces,  there  is  a  marked  difference  of  effect.  The  oxy- 
gen of  the  air,  the  hydrogen  and  carbon  of  a  gas,  or  vapor  of 
gasoline  or  petroleum  oil  are  the  elements  that  by  combustion 
produce  heat  to  expand  the  nitrogen  of  the  air  and  the  watery 
vapor  produced  by  the  union  of  the  oxygen  in  the  air  and  the 
hydrogen  in  the  gas,  as  well  as  also  the  monoxide  and  car- 


8  GAS,    GASOLINE,    AND    OIL    ENGINES. 

bonic-acid  gas  that  may  be  formed  by  the  union  of  the  carbon 
of  gas  or  vapor  with  part  of  the  oxygen  in  the  air. 

The  various  mixtures  as  between  air  and  gas,  or  air  and 
vapor,  with  the  proportion  of  the  products  of  combustion 
left  in  the  cylinder  from  a  previous  combustion,  form  the 
elements  to  be  considered  in  estimating  the  amount  of  pres- 
sure that  may  be  obtained  by  their  combustion  and  expansive 
force. 

The  phenomena  of  the  brilliant  light  and  its  accompanying 
heat  at  the  moment  of  explosion  have  been  witnessed  in  the 
experiments  of  Dugald  Clerk  in  England,  the  illumination 
lasting  throughout  the  stroke ;  but  in  regard  to  time  in  a  four- 
cycle engine,  the  incandescent  state  exists  only  one-quarter  of 
the  running  time.  Thus  the  time  interval,  together  with  the 
non-conductibility  of  the  gases,  makes  the  phenomena  of  a  high- 
temperature  combustion  within  the  comparatively  cool  walls  of 
a  cylinder  a  practical  possibility. 

The  natural  laws,  long  since  promulgated  by  Boyle,  Gay 
Lussac,  and  others,  on  the  subject  of  the  expansion  and  com- 
pression of  gases  by  force  and  by  heat,  and  their  variable 
pressures  and  temperatures  when  confined,  are  conceded  to  be 
practically  true  and  applicable  to  all  gases,  whether  single, 
mixed,  or  combined. 

The  law  formulated  by  Boyle  only  relates  to  the  compres- 
sion and  expansion  of  gases  without  a  change  of  temperature, 
and  is  stated  in  these  words : 

If  the  temperature  of  a  gas  be  kept  constant^  its  pressure  or 
elastic  force  will  vary  inversely  as  the  volume  it  occupies. 

It  is  expressed  in  the  formula  P  X  V  =  C,  or  pressure  X 

C  C 

volume  =  constant.     Hence, —  =  V  and —  =  P. 

'P  V 

Thus  the  curve  formed  by  increments  of  pressure  during 
the  expansion  or  compression  of  a  given  volume  of  gas  without 
change  of  temperature  is  designated  as  the  isothermal  curve, 
in  which  the  volume  multiplied  by  the  pressure  is  a  constant 


THEORY    OF   THE    GAS  AND    GASOLINE   ENGINE.  9 

value  in  expansion,  and  inversely  the  pressure  divided  by  the 
volume  is  a  constant  value  in  compressing1  a  gas. 

But  as  compression  and  expansion  of  gases  require  force 
for  its  accomplishment  mechanically,  or  by  the  application  or 
abstraction  of  heat  chemically,  or  by  convection,  a  second  con- 
dition becomes  involved,  which  was  formulated  into  a  law  of 
thermodynamics  by  Gay  Lussac  under  the  following  condi- 
tions : 

A  given  volume  of  gas  under  a  free  piston  expands  by  heat 
and  contracts  by  the  loss  of  heat,  its  volume  causing  a  propor- 
tional movement  of  a  free  piston  equal  to  -^  part  of  the  cyl- 
inder volume  for  each  degree  Centigrade  difference  in  tem- 
perature, or  j-J^  part  of  its  volume  for  each  degree  Fahren- 
heit. 

With  a  fixed  piston  (constant  volume),  the  pressure  is  in- 
creased or  decreased  by  an  increase  or  decrease  of  heat  in  the 
same  proportion  of  -^  part  of  its  pressure  for  each  degree 
Centigrade,  or  -^  part  of  its  pressure  for  each  degree  Fahren- 
heit change  in  temperature. 

This  is  the  natural  sequence  of  the  law  of  mechanical  equiv- 
alent, which  is  a  necessary  deduction  from  the  principle  that 
nothing  in  nature  can  be  lost  or  wasted,  for  all  the  heat  that  is 
imparted  to  or  abstracted  from  a  gaseous  body  must  be  ac- 
counted for,  either  as  heat  or  its  equivalent  transformed  into 
some  other  form  of  energy. 

In  the  case  of  a  piston  moving  in  a  cylinder  by  the  expan- 
sive force  of  heat  in  a  gaseous  body,  all  the  heat  expended  in 
expansion  of  the  gas  is  turned  into  work;  the  balance  must 
be  accounted  for  in  absorption  by  the  cylinder  or  radiation. 

This  theory  is  equally  applicable  to  the  cooling  of  gases  by 
abstraction  of  heat  or  by  cooling  due  to  expansion  by  the  mo- 
tion of  a  piston. 

The  denominators  of  these  fractions  represent  the  absolute 
zero  of  cold  below  the  freezing-point  of  water,  and  reads  —  273° 
C.  or —492.66°=  —460.66°  F.  below  zero;  and  these  are 


10  GAS,    GASOLINE,    AND    OIL    ENGINES. 

starting-points  of  reference  in  computing  the  heat  expansion 
in  gas  engines. 

According  to  Boyle's  law,  called  the  first  law  of  gases,  there 
are  but  two  characteristics  of  a  gas  and  their  variations  to  be 
considered,  viz. ,  volume  and  pressure ;  while  by  the  law  of  Gay 
Lussac,  called  the  second  law  of  gases,  a  third  is  added,  con- 
sisting of  the  value  of  the  absolute  temperature,  counting  from 
absolute  zero  to  the  temperatures  at  which  the  operations  take 
place. 

The  ratio  of  the  variation  of  the  three  conditions — volume, 
pressure,  and  heat  from  the  absolute  zero  temperature — has  a 
certain  rate,  in  which  the  volume  multiplied  by  the  pressure 
and  the  product  divided  by  the  absolute  temperature  equals  the 
ratio  of  expansion  for  each  degree. 

The  expansion  of  a  gas  ^  of  its  volume  for  every  degree 
Centigrade,  added  to  its  temperature,  is  equal  to  the  decimal 
.00366,  the  coefficient  of  expansion  for  Centigrade  units.  To 
any  given  volume  of  a  gas,  its  expansion  may  be  computed  by 
multiplying  the  coefficient  by  the  number  of  degrees,  and  by 
reversing  the  process  the  degree  of  acquired  heat  may  be 
obtained  approximately.  These  methods  are  not  strictly 
in  conformity  with  the  absolute  mathematical  formula,  be- 
cause there  is  a  small  increase  in  the  increment  of  expan- 
sion of  a  dry  gas,  and  there  is  also  a  slight  difference  in 
the  increment  of  expansion  due  to  moisture  in  the  atmos- 
phere and  to  the  vapor  of  water  formed  by  the  union  of  the 
hydrogen  and  oxygen  in  the  combustion  chamber  of  explosive 
engines. 

The  ratio  of  expansion  on  the  Fahrenheit  scale  is  derived 
from  the  absolute  temperature  below  the  freezing-point  of 
water  (32°)  to  correspond  with  the  Centigrade  scale;  therefore 

=  .0020297,  the  ratio  of  expansion   from  32°  for  each 

492.66 

degree  rise  in  temperature  on  the  Fahrenheit  scale. 

As  an  example,  if  the  temperature  of  any  volume  of  air  or 


THEORY    OF    THE    GAS    AND    GASOLINE    ENGINE.          I  I 

gas  at  constant  volume  is  raised,  say  from  60°  to  2000°  F.,  the 

increase  in  temperature  will  be  1940°.     The  ratio  will  be  -  • 

520.66 

=  .0019206.     Then  by  the  formula  : 

Ratio  x  acquired  temp,  x  initial  pressure  =  the  gauge  pres- 
sure; and  .0019206  x  1940°  X  14.7  =  54.  77  Ibs. 

By   another  formula,    a   convenient    ratio   is   obtained    by 

absolute  pressure  14.7  ...       ,.~ 

__    or   —  ±J_-  __  028233;  then,  using  the  differ- 
absolute   temp.  520.66" 

ence   of  temperature  as  before,   .028233  x  1940°  =  54.77  Ibs. 
pressure. 

By  another  formula,  leaving  out  a  small  increment  due  to 
specific  heat  at  high  temperatures  : 
j    Atmospheric  pressure  x  absolute  temp,  -f-  acquired  temp. 

Absolute  temp,  -j-  initial  temp. 

absolute  pressure  due  to  the  acquired  temperature,  from  which 
the  atmospheric  pressure  is  deducted  for  the  gauge  pressure. 

14.7  x  46°-  66°  +  2000° 
Using  the  foregoing  example,  we  have  —    —  ,    ^    ,    6po  - 

=  69.47  —  14.7  =  54.77,  the  gauge  pressure,  460.66  being  the 
absolute  temperature  for  zero  Fahrenheit. 

For  obtaining  the  volume  of  expansion  of  a  gas  from  a  given 
increment  of  heat,  we  have  the  approximate  formula  : 

•r  j   Volume  X  absolute  temp,  -f-  acquired  temp.    ==    heateri 

Absolute  temp,  -f-  initial  temp. 
volume. 

In    applying   this    formula    to    the    foregoing    example,    the 
figures  become  : 


L  .  =  volumes. 

s1         s  s        i       /"      O  ft 

460.66  -j-  60 

From  this  last  term  the  gauge  pressure  may  be  obtained  as 
follows  : 

III.  4.72604  X  14.7  =  69.47  Ibs.  absolute  —  14.7  Ibs.  atmos- 
pheric pressure  =  54.77  Ibs.  gauge  pressure;  which  is  the  the- 
oretical pressure  due  to  heating  air  in  a  confined  space,  or  at 
constant  volume  from  60°  to  2000^  F. 

By  inversion  of  the  heat  formula  for  absolute  pressure  we 


12  GAS,    GASOLINE,    AND    OIL    ENGINES. 

have  the  formula  for  the  acquired  heat,  derived  from  combus- 
tion at  constant  volume  from  atmospheric  pressure  to  gauge 
pressure  plus  atmospheric  pressure  as  derived  from  Example 
L,  by  which  the  expression — 

absolute  pressure  X  absolute  temp.  +  initial  temp. 

initial  absolute  pressure 

=  absolute  temperature  +  temperature  of  combustion,  from 
which  the  acquired  temperature  is  obtained  by  subtracting  the 
absolute  temperature. 

60.47  X  460.66  -4-  60 
Then,  for  Example  i,  -          — —=2460.66,  and 

2460.66  —  460.66  =  2000°,  the  theoretical  heat  of  combustion. 
The  dropping  of  terminal  decimals  makes  a  small  decimal 
difference  in  the  result  in  the  different  formulas. 

By  Joule's  law  of  the  mechanical  equivalent  of  heat,  when- 
ever heat  is  imparted  to  an  elastic  body,  as  air  or  gas,  energy 
is  generated  and  mechanical  work  produced  by  the  expansion 
of  the  air  or  gas.  When  the  heat  is  imparted  by  combustion 
within  a  cylinder  containing  a  movable  piston,  the  mechanical 
work  becomes  a  measurable  amount  by  the  observed  pressure 
and  movement  of  the  piston. 

The  heat  generated  by  the  explosive  elements  and  the  ex- 
pansion of  the  non-combining  elements  of  nitrogen  and  water 
vapor  that  may  have  been  injected  into  the  cylinder  as  mois- 
ture in  the  air,  and  the  water  vapor  formed  by  the  union  of  the 
oxygen  of  the  air  with  the  hydrogen  of  the  gas,  all  add  to  the 
energy  of  the  work  from  their  expansion  by  the  heat  of  inter- 
nal combustion. 

As  against  this,  the  absorption  of  heat  by  the  walls  of  the 
cylinder,  the  piston,  and  cylinder  head  or  clearance  walls,  be- 
comes a  modifying  condition  in  the  force  imparted  to  the  mov- 
ing piston. 

It  is  found  that  when  any  explosive  mixture  of  air  and  gas 
or  hydrocarbon  vapor  is  fired,  the  pressure  falls  far  short  of 
the  pressure  computed  from  the  theoretical  effect  of  the  heat 


• 

THEORY   OF   THE   GAS   AND    GASOLINE   ENGINE.  13 

produced,  and  from  gauging  the  expansion  of  the  contents  of  a 
cylinder. 

It  is  now  well  known  that  in  practice  the  high  efficiency 
which  is  promised  by  theoretical  calculation  is  never  realized ; 
but  it  must  always  be  remembered  that  the  heat  of  combustion 
is  the  real  agent,  and  that  the  gases  and  vapors  are  but  the 
medium  for  the  conversion  of  inert  elements  of  power  into  the 
activity  of  energy  by  their  chemical  union. 

The  theory  of  combustion  has  been  the  leading  stimulus  to 
large  expectations  with  inventors  and  constructors  of  explosive 
motors ;  its  entanglement  with  the  modifying  elements  in  prac- 
tice has  delayed  the  best  development  in  construction,  and  as 
yet  no  positive  design  of  best  form  or  action  seems  to  have 
been  accomplished. 

One  of  the  most  serious  entanglements  in  the  practical  de- 
velopment of  pressure  due  to  the  theoretical  computations  of 
the  pressure  value  of  the  full  heat  is  probably  caused  by  im- 
parting the  heat  of  the  fresh  charge  to  the  balance  of  the  pre- 
vious charge  that  has  been  cooled  by  expansion  from  the  max- 
imum pressure  to  near  the  atmospheric  pressure  of  the  exhaust. 
The  retardation  in  the  velocity  of  combustion  of  perfectly 
mixed  elements  is  now  well  known  from  experimental  trials 
with  measured  quantities ;  but  the  principal  difficulty  in  apply- 
ing these  conditions  to  the  practical  work  of  an  explosive  en- 
gine where  a  necessity  for  a  large  clearance  space  cannot  be 
obviated,  is  in  the  inability  to  obtain  a  maximum  effect  from 
the  imperfect  mixture  and  the  mingling  of  the  products  of  the 
last  explosion  with  the  new  mixture,  which  produces  a  clouded 
condition  that  makes  the  ignition  of  the  mass  irregular  or  chat- 
tering, as  observed  in  the  expansion  lines  of  indicator  cards. 

Stratification  of  the  mixture  has  been  claimed  as  taking 
place  in  the  clearance  chamber  of  the  cylinder ;  but  this  is  not 
satisfactory,  in  view  of  the  vortical  effect  of  the  violent  injec- 
tion of  the  air  and  gas  or  vapor  mixture.  It  certainly  cannot 
become  a  perfect  mixture  in  the  time  of  a  stroke  of  a  high- 


GAS,    GASOLINE,    AND    OIL    ENGINES. 


speed  motor  of  the  two-cycle  class.  In  a  four-cycle  engine, 
making  300  revolutions  per  minute,  the  injection  and  compres- 
sion take  place  in  one-fifth  of  a  second — far  too  short  a  time 
for  a  perfect  infusion  of  the  elements  of  combustion. 

In  an  experimental  way,  the  velocity  of  explosion  of  a  per- 
fect mixture  of  2  volumes  of  hydrogen  and  i  volume  .of  oxygen 
has  been  found  to  approximate  65  feet  per  second;  and  for 
equal  volumes  of  hydrogen  and  oxygen,  32  feet  per  second; 
with  i  volume  coal  gas  to  5  volumes  air,  3 J-  feet  per  second ;  i 
volume  coal  gas. to  6  volumes  of  air,  i  foot  per  second;  and 
with  an  increasing  proportion  of  air,  i  o  to  9  inches  per  second. 
These  velocities  were  obtained  in  tubes  fired  at  one  end  only. 
When  the  ignition  was  made  in  a  closed  tube,  so  that  compres- 
sion was  produced  by  the  expansion  from  combustion,  the  ve- 
locity was  largely  increased;  and  with  compressed  mixtures, 
a  great  increase  of  velocity  was  obtained  over  the  above- 
stated  figures. 

The  different  values  of  time,  pressure,  and  computed  heat 
of  combustion  are  shown  in  Table  i,  and  graphically  compared 
in  the  diagram  Fig.  i. 

The  mixtures  were  Glasgow,  Scotland,  coal  gas  and  air. 
The  table  and  the  diagram  (Fig.  i)  make  an  excellent  study 
of  the  conditions  of  time  and  pressure,  as  well  as  also  of  the 
control  of  the  work  of  a  gas  engine,  by  varying  the  proportions 
of  the  mixture. 

TABLE  I. — EXPLOSION  AT  CONSTANT  VOLUME  IN  A  CLOSED  CHAMBER. 


Dia- 
gram 
curve 
Fig.  i. 

Mixture 

injected. 

Time  of 
explosion. 
Second. 

Gauge 

pressure. 
Pounds  per 
square  inch. 

Computed 
temperature, 
Fahr. 

a 

volume  gas  to  13  volumes  air. 

0.28 

52 

1,916° 

b 

II 

O.l8 

63 

2,309 

c 

9 

((                     C( 

0.13 

69 

2,523 

d 

«                  11         1C 

7 

cc               cc 

0.07 

89 

3.236 

e 

11                  4C         4C 

5 

CC                     C( 

0.05 

96 

3,484 

The  irregularity  of  the  explosive  curves  in  the  diagram  is 
fair  evidence  of  imperfect  diffusion  of  the  gas  and  air  mixture 


THEORY    OF   THE   GAS   AND    GASOLINE   ENGINE. 


H3N 


i6 


GAS,    GASOLINE,    AND    OIL    ENGINES. 


at  the  moment  of  combustion,  assuming1  that  the  indicator  was 
in  perfect  action. 

Experiments  with  mixtures  of  coal  gas  and  air  made  at 
Oldham,  England,  show  a  slight  variation  of  effect,  which  is 
probably  due  to  different  proportions  of  hydrogen  and  carbon 
in  the  Oldham  gas,  with  the  same  elements  in  the  Glasgow  gas. 
In  Table  2  the  injection  temperature  is  given,  which  in  itself 
is  not  important  further  than  as  a  basis  for  computing  the 
theoretical  temperature  of  combustion. 

A  record  of  the  hygrometric  state  of  the  atmosphere  in  its 
extremes  would  be  valuable  in  showing  the  variation  in  explo- 
sive effect  due  to  the  vapor  of  water  derived  from  the  air  un- 
der different  hygrometric  conditions. 

TABLE  II. — EXPLOSION  AT  CONSTANT  VOLUME  IN  A  CLOSED  CHAMBER. 


Dia- 
gram 
curve 
Pig.  2. 

Mixture  injected. 

Temp,  of 
injection, 
Fahr. 

Time 
of  explo- 
sion. 
Second. 

Observed 
gauge 
pressure. 
Pounds. 

Com- 
puted 
temp., 
Fahr. 

a 

volume  gas  to  14  volumes  air. 

64° 

0.45 

40. 

1,483° 

b 

ii 

13 

51 

V  0.31 

51-5 

1.859 

c 

M 

12 

51 

0.24 

60. 

2,195 

d 

(I 

II 

5* 

0.17 

6l. 

2,228 

e 

11 

9 

62 

O.o8 

73. 

2,835 

f 

II 

7 

62 

0.06 

87. 

3,151 

g 

It 

6 

51 

0.04 

90. 

3,257 

h 

it 

5 

H 

51 

0.055 

91. 

3,293 

z 

4 

ii 

66 

o.  16 

80. 

2,871 

In  an  examination  of  the  times  of  explosion  and  the  corre- 
sponding pressures  in  both  tables,  it  will  be  seen  that  a  mix- 
ture of  i  part  gas  to  6  parts  air  is  the  most  effective  and  will 
give  the  highest  mean  pressure  in  a  gas  .engine. 

In  this  diagram  the  undulations  of  the  rising  curves  due  to 
irregular  firing  of  the  mixture  are  well  marked.  There  is  a 
limit  to  the  relative  proportions  of  illuminating  gas  and  air 
mixture  that  is  explosive,  somewhat  variable,  depending  upon 
the  proportion  of  hydrogen  in  the  gas.  With  ordinary  coal 
gas,  i  of  gas  to  15  parts  air;  and  on  the  lower  end  of  the  scale, 


I 

THEORY   OF   THE    GAS   AND    GASOLINE   ENGINE.  I/ 

I  volume  of  gas  to  2  parts  of  air  are  non- explosive.  With  gas- 
oline vapor  the  explosive  effect  ceases  at  i  to  16,  and  a  satu- 
rated mixture  of  equal  volumes  of  vapor  and  air  will  not  ex- 
plode, while  the  most  intense  explosive  effect  is  from  a  mixture 
of  i  part  vapor  to  9  parts  air.  In  the  use  of  gasoline  and  air 
mixtures  from  a  carburetter,  the  best  effect  is  from  i  part  sat- 
urated air  to  8  parts  free  air. 


CHAPTER   III. 
UTILIZATION  OF  HEAT  AND  EFFICIENCY  IN  GAS  ENGINES. 

THE  utilization  of  heat  in  any  heat  engine  has  long  been  a 
theme  of  inquiry  and  experiment  with  scientists  and  engineers, 
for  the  purpose  of  obtaining  the  best  practical  conditions  and 
construction  of  heat  engines  that  would  represent  the  highest 
efficiency  or  the  nearest  approach  to  the  theoretical  value  of 
heat,  as  measured  by  empirical  laws  that  have  been  derived 
from  experimental  researches  relating  to  its  ultimate  value. 
It  is  well  known  that  the  steam  engine  returns  only  from  1 2  to 
1 8  per  cent,  of  the  power  due  to  the  heat- generated  by  the  fuel, 
about  25  per  cent,  of  the  total  heat  being  lost  in  the  chimney, 
the  only  use  of  which  is  to  create  a  draught  for  the  fire ;  the 
balance,  some  60  per  cent.,  is  lost  in  the  exhaust  and  by  radia- 
tion. The  problem  of  utmost  utilization  of  force  in  steam  has 
nearly  reached  its  limit. 

The  internal-combustion  system  of  creating  power  is  com- 
paratively new  in  practice,  and  is  but  just  settling  into  definite 
shape  by  repeated  trials  and  modification  of  details,  so  as  to  give 
somewhat  reliable  data  as  to  what  may  be  expected  from  the 
rival  of  the  steam  engine  as  a  prime-mover. 

For  small  powers,  the  gas,  gasoline,  and  petroleum  oil  en- 
gine is  forging  ahead  at  a  rapid  rate,  filling  the  thousand 
wants  of  manufacture  and  business  for  a  power  that  does  not 
require  expensive  care,  that  is  perfectly  safe  at  all  times,  that 
can  be  used  in  any  place  in  the  wide  world  to  which  its  concen- 
trated fuel  can  be  conveyed,  and  that  has  eliminated  the  con- 
stant handling  of  crude  fuel  and  water. 

The  utilization  of  heat  in  a  gas  engine  is  mainly  due 
to  the  manner  in  which  the  products  entering  into  com- 


I 

UTILIZATION    OF    HEAT   AND    EFFICIENCY.  19 

bustion  are  distributed   in  relation   to   the  movement  of  the 
piston. 

In  the  two-cycle  engine,  the  gas  or  vapor  and  air  mixtures 
are  drawn  in  during  a  part  of  the  stroke,  fired,  expanded  with 
the  motion  of  the  piston,  and  exhausted  by  the  return  stroke. 
The  proportions  of  the  indraught  to  the  stroke  of  the  piston, 
and  the  volume  of  the  clearance  or  combustion  chamber,  as  it 
is  usually  called,  have  been  subject  to  a  vast  amount  of  experi- 


FIG.   3.— LENOIR    TYPE. 

ment  and  practical  trial,  in  *n  endeavor  to  bring  the  heat 
value  of  their  power  up  to  its  highest  possible  limit. 

To  this  class  belonged  some  of  the  earlier  gas  engines ;  their 
indicator  cards  have  a  typical  representation  in  Fig.  3. 

The  earlier  engines  of  this  class  used  as  high  as  96  cubic 
feet  of  illuminating  gas  per  horse-power  per  hour.  The  con- 
sumption of  gas  fell  off  by  improvements  to  70  cubic  feet,  and 
finally  has  dropped  to  44  and  to  36  cubic  feet  per  indicated 
horse-power  per  hour. 

The  efficiency  of  this  class  of  gas  engines  has  seldom 
reached  20  per  cent,  of  the  heat  value  of  the  gas  used,  while  in 
the  compression  or  four-cycle  engines  there  are  possibilities  of 
35  per  cent.  The  total  efficiency  of  the  gas  or  vapor  entering 
into  combustion  in  an  internal-heat  engine  is  variable,  depend- 
ing upon  its  constituent-combining  elements  and  the  degree  of 
temperature  produced.  The  efficiency  due  to  heat  only  varies 
as  the  difference  between  the  initial  temperature  of  the  explo- 
sive mixture  and  the  temperature  of  combustion ;  and  as  this 
varies  in  actual  practice  from  1400°  to  2500°  F.,  then  the  re- 
ciprocal of  the  absolute  heat  of  the  initial  charge,  'divided  by 


2O  GAS,    GASOLINE,    AND    OIL    ENGINES. 

the  assumed  heat  of  combustion,  would  represent  the  total  effi- 

TT TT1 

ciency.   The  formula  — ^ —  represents  this  condition,  so  that  if 

the  operation  of  the  heat  cycle  was  between  60°  and  1,400°  F., 

60  -4-  460 

the  equation  would  be: • — - —  =  .279     and     i  —  279  = 

1400  -f-  460 

.72  per  cent.  But  this  cannot  represent  a  working  cycle  from 
the  change  in  the  specific  heat  of  the  gaseous  contents  of  a  cyl- 
inder while  undergoing  expansion  by  the  movement  of  a 
piston. 

The  specific  heat  of  air  at  constant  volume  is  .1685,  and  at 

2  *Z  *7  C 

constant  pressure  is  .2375.     Their  ratio  '   ^      =  1.408.      The 

.  1605 

ratios  of  the  other  elements  entering  into  combustion  in  a  gas 
engine  are  slightly  less  than  for  air ;  but  the  ratio  for  air  is 
near  enough  for  all  practical  operations.  The  formula  for  the 
application  of  the  condition  of  work  with  complete  expansion 

o   H1  y  i  6O  -4-  460 

is:  i  —  1.408  rpp-;  or,  as  for  above  example,  i  —  1.408 — 

1400  -|-  460 

=  .3928,  and  i  —  .3928  =  .6071,  or  60  per  cent. 

As  the  temperature  cannot  be  utilized  for  work  from  the 
excess  of  heat  in  the  products  of  combustion  when  the  expan- 
sion has  reached  the  atmospheric  line,  then  the  practical 
amount  of  expansion  and  the  heat  of  combustion  at  the  point  of 
exhaust  must  be  considered.  In  practice,  the  measured  heat 
of  the  exhaust  at  atmospheric  pressure,  plus  the  additional  heat 
due  to  the  terminal  pressure,  becomes  a  factor  in  the  equation; 
and,  assuming  this  to  be  950°  F.  in  a  well-regulated  motor, 
the  equation  for  the  above  example  becomes:  i  —  1.408  X 
oqo  —  460  400 

!40o  -  460  =  ^  =  "S21  X  I'4°8  =  '733'  and  *  -  *733  =  '26' 
or  an  efficiency  of  26  per  cent.  The  greater  difference  in  tem- 
perature, other  things  being  equal,  the  greater  the  efficiency. 

In  this  way  efficiencies  are  worked  out  through  intricate 
formulas  for  a  variety  of  theoretical  and  unknown  conditions 
of  combustion  in  the  cylinder :  ratios  of  clearance  and  cylinder 


UTILIZATION   OF   HEAT  AND    EFFICIENCY. 


21 


volume,  and  the  uncertain  condition  of  the  products  of  com- 
bustion left  from  the  last  impulse  and  the  wall  temperature. 
But  they  are  of  but  little  value,  except  as  a  mathematical  in- 
quiry as  to  possibilities.  The  real  commercial  efficiency  of  a 
gas  or  gasoline  engine  depends  upon  the  volume  of  gas  or 
liquid  at  some  assigned  cost,  required  per  actual  brake  horse- 
power per  hour,  in  which  an  indicator  card  should  show  that 
the  mechanical  action  of  the  valve  gear  and  ignition  was  as 
perfect  as  practicable,  and  that  the  ratio  of  clearance,  space, 


FIG.  4.— COMPARATIVE  CARD. 


and  cylinder  volume  gave  a  satisfactory  terminal  pressure  and 
compression — the  difference  between  the  power  figured  from 
the  indicator  card  and  the  brake  power  being  the  friction  loss 
of  the  engine. 

In  practice,  the  heat  value  of  the  gas  per  cubic  foot  may 
vary  from  30  per  cent,  with  illuminating  and  natural  gases  to 
75  or  80  per  cent,  as  between  good  illuminating  gas  and  Dow- 
son  gas ;  then,  in  order  that  a  given  size  engine  should  main- 
tain its  rating,  a  larger  volume  of  a  poorer  gas  should  be  swept 
through  the  cylinder.  This  requires  adjustment  of  the  areas 
in  all  the  valves  to  give  an  explosive  motor  its  highest  effi- 
ciency for  the  kind  of  fuel  that  is  to  be  used. 

The  practical  effect  of  the  work  done  by  the  half-cycle  in 
the  earlier  type  of  the  two-cycle  engine  is  graphically  shown  in 
Fig.  4,  in  which  i,  d  represents  the  stroke  of  the  piston ;  the 


22  GAS,    GASOLINE,    AND    OIL    ENGINES. 

dotted  line,  the  indicator  card ;  and  the  space  in  the  lines,  a, 
b,  c,  </,  the  ideal  diagram  of  a  perfect  gas  exhausting  at  the 
point  d^  in  its  incomplete  adiabatic  expansion.  In  the  valua- 
tion of  such  a  card,  the  depression  of  the  indraught  below  the 
atmospheric  line  and  the  pressure  of  the  exhaust  line  should 
have  due  consideration  as  negative  quantities  to  be  deducted 
from  the  pressure  values  above  the  atmospheric  line.  This 
class  of  engines  is  fast  becoming  obsolete  as  a  type. 

In  four-cycle  engines  the  efficiencies  are  greatly  advanced 
by  compression,  producing  a  more  complete  infusion  of  the 
mixture  of  gas  or  vapor  and  air,  quicker  firing,  and  far  greater 
pressure  than  is  possible  with  the  two-cycle  type  just  de- 
scribed. 

In  the  practical  operation  of  the  gas  engine  during  the  past 
fifteen  years,  the  gas-consumption  efficiencies  per  indicated 
horse-power  have  gradually  risen  from  1 7  p&r  cent,  to  a  maxi- 
mum of  28  per  cent,  of  the  theoretical  heat,  and  this  has  been 
done  chiefly  through  a  decreased  combustion  chamber  and  in- 
creased compression — the  compression  having  gradually  in- 
creased in  practice  from  30  Ibs.  per  square  inch  to  above  80 ; 
but  there  seems  to  be  a  limit  to  compression,  as  the  efficiency 
ratio  decreases  with  the  increase  in  compression. 

It  has  been  shown  that  an  ideal  efficiency  of  33  per  cent, 
for  38  Ibs.  compression  will  increase  to  40  per  cent,  for  66  Ibs., 
and  43  per  cent,  for  88  Ibs.  compression.  On  the  other  hand, 
greater  compression  means  greater  explosive  pressure  and 
greater  strain  on  the  engine  structure,  which  will  probably  re- 
tain in  future  practice  the  compression  between  the  limits  of 
40  and  60  Ibs. 

In  experiments  made  by  Dugald  Clerk  with  a  combustion 
chamber  equal  to  o.  6  of  the  space  swept  by  the  piston,  with  a 
compression  of  38  Ibs.,  the  consumption  of  gas  was  24  cubic 
feet  per  indicated  horse-power  per  hour.  With  o.  4  compres- 
sion space  and  61  Ibs.  compression,  the  consumption  of  gas  was 
20  cubic  feet  per  indicated  horse-power  per  hour;  and  with 


UTILIZATION   OF   HEAT  AND    EFFICIENCY.  23 

0.34  compression  space  and  87  Ibs.  compression,  the  con- 
sumption of  gas  fell  to  14.8  cubic  feet  per  indicated  horse- 
power per  hour — the  actual  efficiencies  being  respectively 
17,  21,  and  25  per  cent.  This  was  with  a  Crossley  four- 
cycle engine. 

In  Fig.  5  is  represented  an  ideal  card  of  the  work  of  a  per- 
fect compression  cycle  in  which  the  gases  are  compressed.  Ad- 
ditional pressure  is  instantly  developed  by  combustion  or  heat 
at  constant  volume,  and  then  allowed  to  expand  to  atmospheric 


FIG.   5.— DIAGRAM  OF  A  PERFECT  CYCLE  WITH  COMPRESSION. 

pressure — the  curves  of  compression  and  expansion  being  adi- 
abatic,  as  for  a  dry  gas. 

In  this  diagram  the  lines  follow  Carnot's  cycle,  in  which  the 
whole  heat  energy  is  represented  in  work.  The  piston  stroke 
commencing  at  O,  compression  completed  at  D,  pressure  aug- 
mented from  D  to  F,  expansion  doing  work  from  F  to  B,  and 
exhausting  along  the  atmospheric  line  B  A.  The  gases  in  this 
case  expand  till  their  pressure  falls  to  the  atmospheric  line, 
and  their  whole  energy  is  supposed  to  be  utilized.  In  this  im- 
aginary cycle,  no  heat  is  supposed  to  be  lost  by  absorption  of 
walls  of  a  cylinder  or  by  radiation,  and  no  back  pressure  dur- 
ing exhaust,  or  friction,  are  taken  into  account. 

The  efficiencies  in  regard  to  power  in  a  heat  engine  may  be 
divided  into  four  kinds,  of  which  : 

I.  The  first  is  known  as  the  maximum  theoretical  efficiency 


24  GAS,    GASOLINE,    AND    OIL    ENGINES. 

of  a  perfect  engine  (represented  by  the  lines  in  the  indicator 

*p    rj\ 

diagram,  Fig.  5).      It  is  expressed  by  the  formula     1    — *  and 

•*•  i 

shows  the  work  of  a  perfect  cycle  in  an  engine  working  be- 
tween the  received  temperature  +  absolute  temperature  (T,) 
and  the  initial  atmospheric  temperature  -{-  absolute  tempera- 
ture (T0). 

II.  The  second  is  the  actual  heat  efficiency,  or  the  ratio  of 
the  heat  turned  into  work  to  the  total  heat  received  by  the  en- 
gine.    It  expresses  the  indicated  horse-power. 

III.  The  third  is  the  ratio  between  the  second  or  actual 
heat  efficiency  and  the  first  or  maximum  theoretical  efficiency  of 
a  perfect  cycle.     It  represents  the  greatest  possible  utilization 
of  the  power  of  heat  in  an  internal-combustion  engine. 

IV.  The  fourth  is  the  mechanical  efficiency.     This  is  the  ra- 
tio between  the  actual  horse-power  delivered  by  the  engine 
through  a  dynamometer  or  measured  by  a  brake  (brake  horse- 
power), and  the  indicated  horse-power.     The  difference  be- 
tween the  two  is  the  power  lost  by  engine  friction. 


CHAPTER  IV. 
HEAT  EFFICIENCIES. 

THE  efficiency  of  an  explosive  engine  is  the  ratio  of  heat 
turned  into  work  in  proportion  to  the  total  amount  of  heat  pro- 
duced by  combustion  in  the  engine.  On  general  principles  the 
greater  difference  between  the  heat  of  combustion  and  the  heat 
at  exhaust  is  the  relative  measure  of  the  heat  turned  into  work, 
which  represents  the  degree  of  efficiency  without  loss  during 
expansion.  The  mathematical  formulas  appertaining  to  the 
computation  of  the  element  of  heat  and  its  work  in  an  explosive 
engine  are  in  a  large  measure  dependent  upon  assumed  values, 
as  the  conditions  of  the  heat  of  combustion  are  made  uncertain 
by  the  mixing  of  the  fresh  charge  with  the  products  of  a  pre- ' 
vious  combustion  and  by  absorption,  radiation,  and  leakage. 
The  computation  of  the  temperature  from  the  observed  pres- 
sure may  be  made  as  before  explained,  but  for  compression: 
engines  the  needed  starting-points  for  computation  are  very 
uncertain,  and  can  only  be  approximated  from  the  exact  measure 
and  value  of  the  elements  of  combustion  in  a  cylinder  charge. 

Then  theoretically  the  absolute  efficiency  in  a  perfect  heat 

T  —  T 
engine  is  represented  by  — = — !,  in  which  T  is  the  acquired 

temperature  from  absolute  zero;   T,,  the  final  absolute  tem- 
perature after  expansion  without  loss. 

Then,  for  example,  supposing  the  acquired  temperature  of 
combustion  in  a  cylinder  charge  was  raised  2000°  F.  from  60°; 
the  absolute  temperature  would  be  2000  -j-  60  -f-  460  =  2520% 
and  if  expanded  to  the  initial  temperature  of  60°  without  loss 
the  absolute  temperature  of  expansion  will  be  60  +  460  =  520,, 

then  2520~  520  _   ?g  per  cent.,  the  theoretical  efficiency  for 
2520 


26  GAS,    GASOLINE,    AND    OIL    ENGINES. 

the  above  range  of  temperature.  In  adiabatic  compression  or 
expansion,  the  ratio  of  the  specific  heat  of  air  or  other  gases 
becomes  a  logarithmic  exponent  of  both  compression  and  expan- 
sion. The  specific  heat  of  air  at  constant  volume  is  .1685  and 
at  constant  pressure,  .2375  for  i  Ib.  in  weight;  water  =  i.  for 


i  Ib.     Then  '--  =  the  ratio  y  =  1.408. 
.  1605 

Then  for  the  following  formulas  the  specific  heat  =Kv  = 
.1685  constant  volume,  and  Kp  =  .2375  constant  pressure. 

The  quantity  of  heat  in  thermal  units  given  by  an  impulse 
of  an  explosive-  engine  is,  Kv  (T  —  t)  =  heat  units.  Then  using 
the  figures  as  before,  .1685  x  (2520  —  520)  =  337  heat  units  pel 
^)ound  of  the  initial  charge. 

The  heat  in  thermal  units  discharged  will  be  Kp  (T,  —  t), 

(T\y 
—  )  ;  t  =  absolute  initial  temperature,  say  520°. 

Then  using  again  the  figures  as  before  and  assuming  that 


T  =  2,520°  P.,  then  T,  =  520  =  5™  X  (log.  4.846  X 

.7102)  =  1594°  absolute,  and  1594  —  520  =  1074°  F.  Then  the 
heat  in  thermal  units  discharged  will  be  .2375  x  (1594  —  520) 
=  .2375  x  1074  =  255  heat  units. 

With  the  absolute  temperature  at  the  moment  of  exhaust 
known,  the  efficiency  of  the  working  cycle  may  be  known,  al- 
ways excepting  the  losses  by  convection  through  the  walls  of 

the  cylinder. 

T   —  t 
The  formula  for  this  efficiency  is  :  eff.  =  i  —  y  ~  -  ;  then 

by  substituting  the  figures  as  before,  i  —  1.408  —  —     —  -  —  = 

=  -537  X  1.408  =  .756,  and  i  -  .756  =  24  per  cent. 

To  obtain  the  adiabatic  terminal  temperature  from  the  rela- 
tive volumes  of  clearance  and  expansion,  we  have  the  formula 

y.y-!  rp  y 

-==±  =  -=^t  in  which  ~  is  the  ratio  of  expansion  in  terms  of 
the  charging  space  in  engines  of  the  Lenoir  type  to  the  whole 


HEAT    EFFICIENCIES.  2J 

volume  of  the  cylinder  including  the  charging  space,  so  that  if 
the  stroke  of  the  piston  is  equal  to  the  area  of  the  charging  or 
combustion  space,  the  expansion  will  be  twice  the  volume  of 

the  charging  space  and  •=?  =  -.    Then  ^  =  (±\**  and  T    = 

V  2  \2/ 

T  H-\      .     Using  the  same  value  as  before,  T,  =  2520  (-\^ 

i  -^ 

and  using  logarithms  for  -,  log.  2  =  0.30103  x       =  log.  o.  12282 

r=  index  1.32,  and  2^2°    =  1908°,  the  absolute  temperature  T, 

at  the  terminal  of  the  stroke.  Then  1908°  —  460°  =  1448°  F., 
temperature  at  end  of  stroke. 

For  obtaining  the  efficiency  from  the  volume  of  expansion 

from  a  known  acquired  temperature  we  have  —  t  =  --  x  520° 
=  1040°  absolute  =  t,.  Then 

the  efficiency  =  '"  ~  <T'  ~^_+  ?  &  ~  *>. 
Then  using  the  values  as  above, 
efficiency  =  '—  (*9°8  -  1040)  +  1.408  (1040  -  5'°)  =  868  _, 

2520    520 

1.408  X  520  =  732  +  868  = =  .80,  and  i  —  .80  =  .20  per 

2000 

cent. 

For  a  four-cycle  compression  engine  with  compression  say 
to  45  Ibs,  the  efficiency  is  dependent  upon  the  temperature  of 
compression,  the  relative  volume  of  combustion  chamber  and 
piston  stroke,  and  the  temperatures.  Fig.  6  *  is  a  type  card  of 
reference  for  the  formulas  for  efficiencies  of  this  class  of  ex- 
plosive motors,  in  which : 

t  =  abs.  temp,  at  b  normal. 
tc  =  abs.  temp,  of  compression/. 
T  =  abs.  acquired  temp,  e 
T,  =  abs.  temp,  at  c. 
P  =  abs.  pressure  at  b. 
Pc  =  abs.  pressure  at/. 
Po  =  abs.  pressure  at  c. 


28 


GAS,    GASOLINE,    AND    OIL    ENGINES. 


V0  =  volume  at  b. 
V  =  volume  at  c. 
Vo  =  volume  at  f. 

vo  =  V  or  volume  at  compression  =  volume  at  exhaust 
Kv  —  .1685  specific  heat  at  constant  volume. 


I  Vol. 
FIG.  6*— THE  FOUR-CYCLE  COMPRESSION  CARD. 


Let  T  =  abs.  acquired  temp.  =  2520°  F.  as  before, 
t  =  abs.  normal  temp.  =  520°  or  60°  F. 

tc  =  abs.  temp,  of  compression  =  t  |=M        =  — —  — — - 

/6o\°-29 
=  0.29.     Then  520°  ( — j       =  777°  absolute. 

T  t       2520°  x  520 
T  =  abs.   temp,  of    expansion  =  —  or  -^—      — - —  = 

tc  777 

1686°. 

The  terms  being  assumed  and  known  from  assumed  data,  the 
efficiency  ^.-^^-^y.-^.' 

T  —  t 
Reducing,  efficiency  =  i  —     *  _     ;  substituting  figures  as 

1686  —  520  T, 

above  found,  i —  =  ,333  per  cent. ;  also   i  —  ^  = 

2520  —  777  i 

1686  ,          t        520 

=  .333  and  i  -  -  =  ^—  =  .333. 


HEAT    EFFICIENCIES.  29 

For  obtaining  the  efficiency  from  the  relative  volumes  at 
both  ends  of  the  piston  stroke,  with  an  expansion  in  the 
cylinder  equal  to  twice  the  clearance  space,  by  which  the 
total  volume  at  the  end  of  the  stroke  will  be  three  times  the 
volume  of  the  clearance  space, — the  efficiency  in  this  case 

/y  \y-i 

may  be  expressed  by  the  formula  i  —  (  =?  )        ;   substituting, 

/  j  \  .408 
the  values  become  i  —  (  -  i      ;  using  logarithms  as  before,  log. 

3  =  0.47 7121  x  .408  =  0.194665,  the  index  of  which  is   i  565, 
and  — —  =  .639.     Then  i  —  .639  =  .36  per  cent. 


CHAPTER  V. 
RETARDED   COMBUSTION  AND   WALL-COOLING. 

SOME  of  the  serious  difficulties  in  practically  realizing  the 
condition  of  a  perfect  cycle  in  an  internal-combustion  engine 
are  shown  in  the  diagram  Fig.  6,  taken  from  an  English  Otto 


FlG.  6.— VARIABLE  CARD. 

gas  engine,  in  which  the  cooling  effect  of  the  walls  are  shown 
by  the  lagging  of  the  explosion  curve,  by  the  missing  of  seve- 
ral explosions  when  the  cylinder  walls  have  been  unduly  cooled 
by  the  water-jacket.  The  same  delay  is  experienced  in  start- 
ing a  gas  engine.  The  indicator  card  IAD  representing 
the  normal  condition  of  constant  work  in  the  cylinder;  the 
curve  I  B  D  an  interruption  of  explosions  for  several  revo- 
lutions; and  I  C  D  a  still  longer  interruption  in  the  explo- 
sions with  the  engine  in  continuous  motion. 

In  an  experimental  investigation  of  the  efficiency  of  a  gas 
engine  under  variable  piston  speeds  made  in  France,  it  was 
found  that  the  useful  effect  increases  with  the  velocity  of  the 
piston — that  is,  with  the  rate  of  expansion  of  the  burning  gases 
with  mixtures  of  uniform  volumes ;  so  that  with  the  variations 


RETARDED    COMBUSTION    AND    WALL-COOLING.  3! 

of  time  of  complete  combustion  at  constant  pressure,  as  illus- 
trated on  page  15,  and  the  variations  due  to  speed,  in  a  way 
compensate  in  their  efficiencies.  The  dilute  mixture,  being 
slow  burning,  will  have  its  time  and  pressure  quickened  by 
increasing  the  speed. 


TABLE  V. — TRIAL  EFFICIENCIES  DUE  TO  INCREASED  PISTON  SPEED. 

work  of  indicator  diagram 

Efficiency  = -r- -. — : r-^ 

theoretical  work. 


Mixtures. 

Time  of 
explosion. 
Second 

Piston  speed. 
Foot 
per  second. 

Computed 
work 
diagram. 
Foot-pounds. 

Theoretical  1 
work  of 
the  gas. 
Foot-pounds.  | 

Efficiency. 

I  volume  coal  gas  to  9.4  volumes  air  (.1093 
cubic  feet  mixture)  

'53 

1.181 

70.8 

4917 

1.44 

volume  coal  gas  to  9.4    volumes  air  

"         "       "    "  9-4                    "    .... 
""94         "          "    

"      ."    "   6.33        "          "  (-073 
cubic  feet  mixture)     .               

.40 
•  25 
.16 

.15 

1.64 
3-01 
4-55 

5.57 

85-3 
105-5 

125.8 

127.2 

49J7 
49J7 
49J7 

4793 

1.70 
2.10 
2.60 

2.6O 

volume  coal  gas  to  6.33  volume  air  .... 
"  6.33 

.09 
.06 

9-51 
14.1 

289.9 
364-4 

4793 
4793 

6.00 
7-50 

These  trials  give  unmistakable  evidence  that  the  useful 
effect  increases  with  the  velocity  of  the  piston — that  is,  with 
the  rate  of  expansion  of  the  burning  gases. 

The  time  necessary  for  the  explosion  to  -become  complete 
and  to  attain  its  maximum  pressure  depends  not  only  on  the 
composition  of  the  mixture,  but  also  upon  the  rate  of  expan- 
sion. 

This  has  been  verified  in  experiments  with  the  Kane-Pen- 
nington  motor,  at  speeds  from  500  to  1,000  revolutions  per 
minute,  or  piston  speeds  of  from  1 6  to  32  feet  per  second. 

The  increased  speed  of  combustion  due  to  increased  piston 
speed  is  a  matter  of  great  importance  to  builders  of  gas  en- 
gines,  as  well  as  to  the  users,  as  indicating  the  mechanical  di- 
rection of  improvements  to  lessen  the  wearing  strain  due  to 
high  speed  and  to  lighten  the  vibrating  parts  with  increased 


GAS,    GASOLINE,    AND    OIL    ENGINES. 


strength,  in  order  that  the  balancing  of  high-speed  engines 
may  be  accomplished  with  the  least  weight. 

From  many  experiments  made  in  Europe,  it  has  been  con- 
clusively proved  that  excessive  cylinder  cooling  by  the  water- 
jacket  is  a  loss  of  efficiency. 

In  a  series  of  experiments  with  a  simplex  engine  in  France, 
it  was  found  that  a  saving  of  7  per  cent,  in  gas  consumption 
per  brake  horse-power  was  made  by  raising  the  temperature  of 


ft 

11 


F  ___  Max™  Press. 
"  &  Temp. 


Actual  Indicator 

J}ia(jram  from 

Otto  Engine. 


\1U  Stroke. 


§ 

G    7 


^ —  Min1?  Press. 


•"*—T7tis  length  is  proportional  to  the,  stroke  of  Engine.—-  — >J 

FIG.  7.— OTTO  FOUR-CYCLE  CARD. 

the  jacket  water  from  141°  to  165°  F.  A  still  greater  saving 
was  made  in  a  trial  with  an  Otto  engine  by  raising  the  tem- 
perature of  the  jacket  water  from  61°  to  140°  F. — it  being  9.5 
per  cent,  less  gas*  per  brake  horse-power. 

In  view  of  the  experiments  in  this  direction,  it  clearly 
shows  that  in  practical  work,  to  obtain  the  greatest  economy 
per  effective  brake  horse-power,  it  is  neessary: 

i  st.  To  transform  the  heat  into  work  with  the  greatest 
rapidity  mechanically,  allowable.  This  means  high  piston 
speed. 

2d.   To  have  high  initial  compression. 

3d,  To  reduce  the  duration  of  contact*  bet  ween  the  hot  gases 
and  the  cylinder  walls  to  the  smallest  amount  possible ;  which 
means  short  stroke  and  quick  speed. 

4th.  To  adjust  the  temperature  of  the  jacket  water  to  ob- 


RETARDED    COMBUSTION    AND    WALL-COOLING. 


33 


tain  the  most  economical  output  of  actual  power.     This  means 
water  tanks  or  water  coils,  with  air-cooling  surfaces  suitable 


•N0IJ.IN9I    JO    XNIOd    XV 
Nl  D  «3d  'S8T  9*  J.V    '  30MVHO 


and  adjustable  to  the  most  economical  requirement  of  the  en- 
gine. 

5th.  To  reduce  the  wall  surface  of  the  clearance  space  or 


34 


GAS,    GASOLINE,    AND    OIL    ENGINES. 


combustion  chamber  to  the  smallest  possible  area,  in  propor- 
tion to  its  required  volume.  This  lessens  the  loss  of  the  heat 
of  combustion  by  exposure  to  a  large  surface,  and  allows  of  a 
higher  mean  wall  temperature  to  facilitate  the  heat  of  com- 
pression. 

It  will  be  noticed  that  the  volumes  of  similar  cylinders  in- 
crease as  the  cube  of  their  diameters,  while  the  surface  of  their 


FIG.  9.— INDICATOR  CARD,  FULL  LOAD. 

cold  walls  varies  as  the  square  of  their  diameters ;  so  that  for 
large  c}^linders  the  ratio  of  surface  to  volume  is  less  than  for 
small  ones.  This  points  to  greater  economy  in  the  larger 
engines. 

The  study  of  many  experiments  goes  to  prove  that  combus- 
tion takes  place  gradually  in  the  gas-engine  cylinder,  and  that 
the  rate  of  increase  of  pressure  or  rapidity  of  firing  is  con- 
trolled by  dilution  and'  compression  of  the  mixture,  as  well  as 
by  the  rate  of  expansion  or  piston  speed. 

The  rate  of  combustion  also  depends  on  the  size  and  shape 
of  the  exploding  chamber,  and  is  increased  by  mechanical  agi- 
tation of  the  mixture  during  combustion,  and  still  more  by  the 
mode  of  firing.  A  small  intermittent  spark  gives  the  most 
uncertain  ignition,  whereas  a  continuous  electric  spark  passed 
through  an  explosive  mixture,  or  a  large  flame  as  the  shooting 


RETARDED    COMBUSTION    AND    WALL-COOLING.  35 

of  a  mass  of  lighted  gas  into  a  weak  mixture,  will  produce  rapid 
ignition. 

The  shrinkage  of  the  charge  of  mixed  gas  and  air  by  the 
union  of  its  hydrogen  and  oxygen  constituents  by  the  produc- 
tion of  the  vapor  of  water  in  a  gas-engine  cylinder,  using  i 
part  illuminating  gas  to  6.05  parts  air,  is  a  notable  amount, 


FIG.  10.— INDICATOR  CARD,  HALF  LOAD. 

and  of  the  total  volume  of  7.05  in  cubic  feet,  the  product  will 
be: 

1.3714  cubic  feet  water  vapor. 

.5714      "        "     carbonic  acid. 

.0050      "        "     nitrogen  derived  from  the  gas. 
4. 8000  "       "     air. 

"        "     products  of  combustion. 

6.7428 

Then  7.05  cubic  feet  of  the  mixture  charge  will  have  shrunk 
by  combustion  to  6.7428  cubic  feet  at  initial  temperature,  or 
4.4  per  cent. 

This  difference  in  the  computed  shrinkage  at  initial  tern- 
perature  is  manifested  in  the  reduced  pressure  of  combustion 
due  to  the  computed  shrinkage,  and  amounts  to  about  2  per 
cent,  in  the  mean  pressure,  as  shown  on  an  indicator  card. 

With  the  less  rich  gas,  as  water  and  Dowson  gas,  the  shrink- 
age  by  conversion  into  water  vapor  is  equal  to  5.5  per  cent. 

In  Fig.  7  is  shown  an  actual  indicator  diagram  from  an 
English  Otto  engine,  in  which  the  sequence  of  operations  are 


36  GAS,    GASOLINE,    AND    OIL    ENGINES. 

delineated  through  two  of  its  four  cycles.  The  curve  of  explo- 
sion  shows  that  firing  commenced  slightly  before  the  end  of 
the  stroke,  and  that  combustion  lagged  until  a  moment  after 
reversal  of  the  stroke.  The  expansion  line  is  somewhat  higher 
than  the  adiabatic  curve,  indicating  a  partial  combustion  tak- 
ing place  during  the  stroke  of  the  piston,  and  particularly 


FIG.  II.— TYPICAL  COMPRESSION  CARD.      MEAN  PRESSURE,  76  LBS.  PER  SQUARE  INCH. 

manifested  by  the  rounding-off  of  the  apex  of  the  card. 

In  Fig.  8  is  represented  a  card  from  the  Atkinson  gas  en- 
gine. The  peculiar  design  of  this  engine  enables  the  largest 
degree  of  expansion  known  in  gas-engine  practice. 

Fig.  9  is  a  card  from  a  compression  engine,  showing  an 
irregularity  in  firing  the  charge,  and  probably  an  irregular 
progress  of  combustion  by  defective  mixture.  This  card  was 
made  when  running  at  full  load,  and  computed  at  69  Ibs.  mean 
pressure. 

Fig.  10  represents  a  card  from  the  same  engine  at  half-load 
and  lessened  combustion  charge.  It  shows  the  same  charac- 
teristics as  to  irregularity,  and  also  a  lag  in  firing  and  a  fitful 
after-combustion ;  but  from  weak  mixture  and  interrupted  fir- 
ing the  cooling  influence  of  the  cylinder  walls  has  prolonged 
the  combustion  with  ignition  pressure.  Mean  pressure,  about 
68  Ibs.  per  square  inch. 

Fig.  ii  represents  a  typical  card  of  our  best  compression 


RETARDED    COMBUSTION    AND    WALL-COOLING.  37 

engines,  with  time   igniter,  at   full  load  and  uninterrupted 
firing. 

Examples  of  indicator  cards  from  engines  in  which  firing 
commenced  just  before  the  end  of  the  compression  stroke 
make  a  rounded  corner  at  the  end  of  the  compression  curve, 
which  is  claimed  to  make  the  running  of  the  engine  smoother 
or  without  jar  from  the  sudden  increase  in  pressure. 


CHAPTER  VI. 

CAUSES   OF   LOSS   AND   INEFFICIENCY   IN   EXPLOSIVE 
MOTORS. 

THE  difference  realized  in  the  practical  operation  of  an  in- 
ternal-heat engine  from  the  computed  effect  derived  from  the 
values  of  the  explosive  elements  is  probably  the  most  serious 
difficulty  that  engineers  have  encountered  in  their  endeavors  to 
arrive  at  a  rational  conclusion  as  to  where  the  losses  were  lo- 
cated and  the  ways  and  means  of  design  that  would  eliminate 
the  causes  of  loss  and  raise  the  efficiency  step  by  step  to  a  rea- 
sonable percentage  of  the  total  efficiency  of  a  perfect  cycle. 

The  loss  of  heat  to  the  walls  of  the  cylinder,  piston,  and 
clearance  space,  as  regards  the  proportion  of  wall  surface  to 
the  volume,  has  gradually  brought  this  point  to  its  smallest  ratio 
in  the  concave  piston  head  and  globular  cylinder  head,  with  the 
smallest  possible  space  in  the  inlet  and  exhaust  passage.  The 
wall  surface  of  a  cylindrical  clearance  space  or  combustion 
chamber  of  one-half  its  unit  diameter  in  length  is  equal  to 
3.1416  square  units,  its  volume  but  0.3927  of  a  cubic  unit; 
while  the  same  wall  surface  in  a  spherical  form  has  a  volume 
of  o.  5  2  36  of  a  cubic  unit.  It  will  be  readily  seen  that  the  volume 
is  increased  33^  per  cent,  in  a  spherical  over  a  cylindrical  form 
for  equal  wall  surfaces  at  the  moment  of  explosion,  when  it  is 
desirable  that  the  greatest  amount  of  heat  is  generated  and 
carrying  with  it  the  greatest  possible  pressure  from  which  the 
expansion  takes  place  by  the  movement  of  the  piston. 

The  spherical  form  cannot  continue  during  the  stroke  for 
mechanical  reasons;  therefore  some  proportion  of  piston 
stroke  or  cylinder  volume  must  be  found  to  correspond  with  a 
spherical  form  of  the  combustion  chamber  to  produce  the  least 


CAUSES    OF    LOSS    AND    INEFFICIENCY. 


39 


loss  of  heat  through  the  walls  during-  the  combustion  and  ex- 
pansion part  of  the  stroke. 

This  idea  we  illustrate  in  Figs.  12  and  13,  showing  how  the 
relative  volumes  of  cylinder  stroke  and  combustion  chamber 


TlG    12.— SPHERICAL   COMBUSTION  CHAMBER 

may  be  varied  to  suit  the  requirements  due  to  the  quality  of  the 
elements  of  combustion.  In  Fig.  12  the  ratio  may  also  be  de- 
creased by  extending  the  stroke.  The  mean  temperature  of 
the  wall  surface  of  the  combustion  chamber  and  cylinder,  as 
indicated  by  the  temperatures  of  the  circulating  water,  has 
been  found  to  be  an  important  item  in  the  economy  of  the  gas 


FIG.  13.— ENLARGED  COMBUSTION  CHAMBER. 

engine.  Dugald  Clerk,  in  England,  a  high  authority  in  practi- 
cal work  with  the  gas  engine,  found  that  10  per  cent,  of  the 
gas  for  a  stated  amount  of  power  was  saved  by  using  water  at 
a  temperature  in  which  the  ejected  water  from  the  cylinder 
jacket  was  near  the  boiling  point,  and  ventures  the  opinion 
that  a  still  higher  temperature  for  the  circulating  water  may  be 
used  as  a  source  of  economy. 


4O  GAS,    GASOLINE,    AND    OIL    ENGINES. 

This  could  be  made  practical  by  elevating  the  water  tank 
and  adjusting  the  air-cooling  surface,  so  as  to  maintain  the  in- 
let water  at  just  below  the  boiling-point,  and  by  the  rapid  cir- 
culation induced  by  the  height  of  the  tank  above  the  engine 
and  the  pressure,  to  return  the  water  from  the  cylinder  jacket 
a  few  degrees  above  the  boiling-point. 

For  a  given  amount  of  heat  taken  from  the  cylinder  by  the 
largest  volume  of  circulating  water,  the  difference  in  tempera- 
ture between  inlet  and  outlet  of  the  water  jacket  should  be  the 
least  possible,  and  this  condition  of  the  water  circulation  gives 
a  more  even  temperature  to  all  parts  of  the  cylinder ;  while, 
on  the  contrary,  a  cold  water  supply,  say  at  60°  F. ,  so  slow  as  to 
allow  the  ejected  water  to  flow  off  at  a  temperature  near  the 
boiling-point,  must  make  a  great  difference  in  temperature 
between  the  bottom  and  top  of  the  cylinder,  with  a  loss  in  econ- 
omy in  gas  and  other  fuels,  as  well  as  in  water,  if  it  is  obtained 
by  measurement. 

In  regard  to  the  actual  consumption  of  water  per  horse- 
power and  the  amount  of  heat  carried  off  by  it,  the  study  of 
English  trials  of  an  Atkinson,  Crossley,  and  Griffin  engine 
showed  62  Ibs.  water  per  indicated  horse-power  per  hour,  with 
a  rise  in  temperature  of  50°  F.,  or  3, 100  heat  units  were  carried 
off  in  the  water  out  of  12,027  theoretical  heat  units  that  were 
fed  to  the  motor  through  the  19  cubic  feet  of  gas  at  633  heat 
units  per  cubic  foot  per  hour. 

Theoretically,  2,564  heat  units  per  hour  is  equal  to  i  horse- 
power. Then  0.257  of  the  total  was  given  to  the  jacket  water, 
0.213  to  the  indicated  power,  and  the  balance,  53  per  cent. , 
went  to  the  exhaust,  radiation,  and  the  reheating  of  the  pre- 
vious charge  in  the  clearance  and  in  expanding  the  nitrogen  of 
the  air.  Other  and  mysterious  losses,  due  to  the  unknown 
condition  of  the  gases  entering  into  and  passing  through  the 
heat  cycle,  have  been  claimed  and  mathematically  discussed  by 
authors,  which  have  failed  to  satisfy  the  practical  side  of  the 
question,  which  is  the  main  object  of  this  work. 


CAUSES    OF    LOSS    AND    INEFFICIENCY.  41 

In  a  trial  with  the  Crossley  engine,  42  Ibs.  of  water  per 
horse-power  per  hour  were  passed  through  the  cylinder  jacket, 
with  a  rise  in  temperature  of  128°  F. — equal  to  5,376  heat 
units  to  the  water  from  12,833  heat  units  fed  to  the  engine 
through  20.5  cubic  feet  of  gas  at  626  heat  units  per  cubic  foot. 

In  this  trial,  41  per  cent,  of  the  total  heat  was  carried  away 
in  the  water;  2,564  heat  units  being  equal  to  one  indicated 
horse-power  per  hour,  then  5,376  -f-  2,564  =  7,940  were  directly 
accounted  for,  leaving  38  per  cent,  to  the  exhaust  and  other 
losses.  As  these  engines  were  both  of  the  compression  type, 
and  the  Crossley  engine  having  double  the  clearance  space  of 
the  Atkinson  engine,  and  with  so  great  a  difference  in  the  vol- 
umes of  the  previous  explosion  held  over,  a  just  comparison  of 
the  effect  of  different  cylinder  temperatures  cannot  be  made. 
The  efficiencies  were  found,  including  gas  used  for  ignition,  to 
be  for  the  Atkinson,  22.8  per  cent. ;  for  the  Crossley,  21.2  per 
cent. ;  and  for  the  Griffin,  a  double-acting  engine,  19.2  per  cent, 
of  the  total  gas  power  used.  The  efficiency  of  other  engines 
of  the  four-cycle  compression  type  in  Europe  varies  from  1 7  to 
22  percent.,  some  of  the  lower  efficiencies  being  claimed  as 
due  to  the  composition  of  the  low-power  Dowson  and  water 
gases. 

An  experimental  test  of  the  performance  of  a  gas  engine 
below  its  maximum  load  has  shown  a  large  increase  in  the 
consumption  of  gas  per  actual  horse-power,  with  a  decrease  of 
load,  as  the  following  figures  from  observed  trials  show :  An 
actual  12  H.P.  engine  at  full  load  used  15  cubic  feet  of  gas  per 
horse-power  per  hour;  at  10  H.P.,  15^  cubic  feet;  at  8  H.P.,  i6| 
cubic  feet;  at  6  H.P. ,  18  cubic  feet;  at  4  H.P. ,  21  cubic  feet;  at 
2  H.P.,  30  cubic  feet  of  gas  per  actual  horse-power  per  hour. 
This  indicates  an  economy  in  gauging  the  size  of  a  gas  engine 
to  the  actual  power  required,  in  consideration  of  the  fact  that 
the  engine  friction  and  gas  consumption  for  ignition  are  con- 
stants for  all  or  any  power  actually  given  out  by  the  engine.. 


CHAPTER  VII. 
ECONOMY  OF  THE  GAS  ENGINE  FOR  ELECTRIC-LIGHTING. 

IN  the  lighting  of  large  dwellings  or  other  buildings,  where 
there  is  no  power  used  for  other  purposes,  the  use  of  gas  or 
gasoline  engines  for  operating  an  electric  generator  is  not  only 
cheaper  in  running  expenses  than  the  steam  engine,  but  the 
comparison  holds  good  for  the  lighting  of  towns  and  villages 
at  the  usual  cost  of  gas  to  consumers ;  but  when  the  generation 
of  producer  gas  can  be  made  for  such  use  on  the  premises  of 
the  electric  plant  and  by  the  same  persons  that  operate  the 
electric  plant,  the  saving  in  cost  of  electric-lighting  is  several- 
fold  less  than  by  direct  gas-burning. 

In  many  towns  where  oil  producer  gas  is  used,  the  cost  of 
material  used  in  making  the  gas  is  less  than  thirty-five  cents 
per  thousand  feet  of  gas  produced.  In  such  places  the  labor 
of  producing  the  gas  for  a  town  of  say  fifteen  hundred  inhabi- 
tants is  from  two  to  three  hours  per  day,  and  in  some  towns, 
as  observed  by  the  author,  three  hours  every  other  day — giving 
ample  time  for  the  same  operator  to  run  the  electric  plant  in 
the  evening,  or  both  may  be  run  simultaneously. 

When  the  mere  fact  of  the  cost  of  gas  for  direct  lighting 
and  its  cost  for  producing  the  same  light  by  its  use  in  a  gas  en- 
gine to  run  an  electric  generator  is  considered,  the  difference 
in  favor  of  electric-lighting  in  preference  to  direct  gas-lighting 
is  most  apparent. 

It  has  been  known  for  some  years  that  for  equal  light 
power  but  about  one-half  the  volume  of  gas  consumed  in 
direct  lighting  will  produce  the  same  amount  of  candle-power 
when  used  in  a  gas  engine  for  generating  electricity  for  light- 
ing. 


THE    GAS    ENGINE    FOR    ELECTRIC-LIGHTING.  43 

Again,  when  we  leave  the  realm  of  a  fixed  gas  and  the  cost 
of  its  producing-plant,  the  gasoline  and  oil  engine  again  comes 
to  the  rescue  of  the  fuel  element  for  lighting,  from  an  average 
cost  of  7-J  cents  per  hour  for  192  candle-power  in  lights  by 
direct  illumination,  and  2^  cents  for  the  same  amount  of  light 
by  the  use  of  illuminating  gas  consumed  in  a  gas  engine  with 
electric  generator,  to  one  cent  or  less  by  the  gasoline  and  oil 
engine  for  equal  light. 

In  English  trials  with  a  Crossley  engine  of  54  I.H.P.  run- 
ning a  25^  kilowatt  generator  (34  electrical  H.P.),  lighting 
400  incandescent  lamps  (16  candle-power)  consumed  1,130 
cubic  feet  illuminating  gas  per  hour,  or  2.82  cubic  feet  of  gas 
per  lamp  per  hour. 

The  gas  used  was  16  candle-power  at  5  cubic  feet  per  hour. 
Then,  if  it  had  been  used  for  direct  lighting,  it  would  have 
produced  ^f^-  =  226  —  1 6 -candle-power  gas-lights,  a  little  over 
one-half  the  amount  of  the  electric  light — or  the  efficiency  of 
the  direct  light  would  have  been  but  56.5  per  cent. 

To  show  the  difference  between  running  a  gas  engine  at 
full  or  less  than  full  power,  the  same  engine  and  generator 
when  running  with  300  incandescent  lamps,  1 6  candle-power, 
used  840  cubic  feet  of  gasper  hour,  and  £-§-&  =  168  —  16  candle- 
power  gas-lights,  or  56  per  cent,  efficiency  for  direct  lighting. 

When  the  lamps  were  cut  out  to  one-half  or  200,  the  con- 
sumption of  gas  was  740  cubic  feet  per  hour,  equal  to  -3-J^  = 
148  gas  lights,  with  a  direct  gaslight  efficiency  of  74  per  cent. 
— the  difference  in  efficiency  being  chiefly  due  to  the  constant 
value  of  the  engine  and  generator  friction  in  its  relation  to  the 
variable  power. 

Another  trial  with  a  Tangye  engine  of  a  maximum  39  I.H.P. 
running  an  18.36  kilowatt  generator  (24.61  electrical  H.P.), 
lighting  300  1 6-candle-power  incandescent  lamps,  consumed  770 
cubic  feet  illuminating  gas  per  hour.  With  direct  lighting, 
^p  =  154  gas-lights  (16  candle-power),  or  an  efficiency  of  51 
per  cent,  for  direct  lighting.  With  220  incandescent  lamps  in, 


44  GAS,    GASOLINE,    AND    OIL    ENGINES. 

640  cubic  feet  of  gas  were  consumed  per  hour,  equal  to 
128  gas-lights  and  a  direct  gaslight  efficiency  of  ff|  =  58  per 
cent.  Again  reducing  to  100  lamps,  320  cubic  feet  of  gas  was 
used,  equal  to  64  gas-lights  with  an  efficiency  of  64  per  cent, 
for  direct  gaslighting. 

It  will  readily  be  seen  by  inspection  of  these  figures  that 
the  greatest  economy  in  gas-engine  power  will  be  found  in 
gauging  the  size  of  a  gas  engine  by  the  work  it  is  to  do  when 
the  work  is  a  constant  quantity. 

In  a  trial  by  the  writer  of  a  Nash  gas  engine  of  5  B.  H.  p. , 
driving  by  belt  a  Riker  3  kilowatt  bipolar  generator  of  120 
volts,  25  ampere  capacity,  the  engine  speed  was  300  revolu- 
tions and  the  generator  1,400  revolutions  per  minute;  con- 
sumption  of  New  York  gas,  105  cubic  feet  per  hour.  With  50 
i2o-volt  A. B.C.  lamps  in  circuit  giving  a  brilliant  white  light 
of  fully  1 6  candle-power,  the  actual  voltage  by  meter  was  120, 
amperage  by  meter  24,  voltage  and  amperage  perfectly  steady 
with  continuous  running.  By  turning  in  resistance  and  reduc- 
ing the  voltage  to  no  and  the  amperage  to  21,  the  lights  were 
still  brilliant  in  the  50  lamps.  With  the  lamps  cut  out  to  40,  the 
voltmeter  vibrated  2  volts  and  immediately  came  back  to  no 
volts,  with  the  amperemeter  at  17.  With  a  further  and  sudden 
cutting  out  the  light  to  20  lamps,  the  voltage  fell  to  105  with 
but  slight  vibration;  amperage,  n.  With  15  lamps  on,  the 
voltage  crept  up  to  no,  amperage  6^-,  and  with  10  lamps  only 
the  voltage  vibrated  for  a  few  seconds  and  rested  at  no,  am- 
perage 4-J.  The  engine  seemed  to  answer  the  change  of  load 
remarkably  quick,  so  that  there  was  no  perceptible  change  in 
speed. 

The  investment  of  local  lighting-plants  by  the  use  of  gas, 
gasoline,  and  oil  engines  in  factories  and  large  buildings  in 
Europe  has  been  found  a  great  source  of  economy  as  against  the 
direct  use  of  municipal  electric  current  or  the  direct  use  of  gas. 

The  gasoline  or  oil  engine  makes  a  most  favorable  return  in 
economy  when  used  for  local  lighting  as  against  the  prevailing 


THE    GAS    ENGINE    FOR    ELECTRIC-LIGHTING.  45 

price  charged  by  the  operators  of  large  steam-power  installa- 
tions for  town  and  city  lighting. 

In  a  trial  of  eleven  days  by  a  10  H.P.  four-cycle  gas  engine 
of  the  Raymond  vertical  pattern,  belted  direct  to  a  i5o-light 
direct-current  generator  making  1,600  revolutions  per  minute, 
with  the  current  measured  by  a  recording  wattmeter,  giving  a 
steady  current  to  90  i6-candle-power  lamps  on  a  factory  cir- 
cuit, the  total  cost  of  gas  at  $1.50  per  1,000  cubic  feet  with  lu- 
bricating oils  was  $20. 1 6.  The  kilowatts  produced  by  measure 
was  239.  i  or  a  cost  of  .  0844  cents  per  kilowatt.  The  price  of  the 
current  by  the  same  measure  from  the  electric  company  was 
20  cents  per  kilowatt — a  saving  of  57  per  cent.  In  places 
where  gas  is  $i  per  1,000  feet,  the  cost  would  have  been  only 
5f  cents  per  kilowatt. 

In  the  lighting  of  churches  the  gas  or  gasoline  engine  has 
been  found  to  be  not  only  economical,  but  has  largely  contrib- 
uted to  the  cheerful  surroundings  of  a  lighted  church  at  less 
than  one-half  the  cost  of  gas  for  direct  lighting,  and  with  no 
more  attention  in  starting  the  engine,  cleaning,  etc. ,  than  re- 
quired for  lighting  and  regulating  the  ordinary  gas  lights. 


The  year  1897  has  ushered  in  a  most  extended  use  of  ex- 
plosive engines  as  prime-movers  for  generating  the  electric 
current  for  lighting  and  the  transmission  of  power.  For  this 
purpose  the  duplex  vertical  engine  and  direct  connected  multi- 
polar  generators  are  used,  from  which  very  favorable  results 
have  been  obtained.  Trials  with  a  22  B.  H.  P.  two- cylinder  verti- 
cal engine  of  the  National  Meter  Co.,  direct  coupled  with  a  15 
kilowatt,  6  pole,  compound  wound  Riker  generator,  using  illumi- 
nating gas  of  701  thermal  units  per  cubic  foot,  with  engine  and 
generator  running  at  300  revolutions  per  minute,  are  quoted. 
The  output  was  13,125  watts,  or  equal  to  345  lamps  of  3.8  watts 
each  —  say  16  candle-power,  with  a  total  B.H.P.  =22.71.  Total 
consumption  of  gas  per  B.H.P.  =  17.62  c.  ft.  Relative  illumi- 


46  GAS,    GASOLINE,    AND    OIL    ENGINES. 

nating  power  of  electric  light  2.21  as  compared  with  equal  con- 
sumption by  direct  gas  lighting.  Efficiency  of  engine  20.6  per 
cent.  ;  efficiency  of  generator  83.  i  per  cent. 

Statements  of  still  greater  economy  for  lighting  by  gas  and 
gasoline  engines,  in  which  claims  for  from  14  to  1 6  cubic  feet  of 
gas  and  -J  gallon  of  gasoline  per  B.  H.  p.  are  made  for  large 
sized  electric  plants,  and  but  a  trifle  more  for  smaller  sizes. 
Electric  lighting  by  the  power  of  the  explosive  engine  is  con- 
ceded to  be  economical  at  all  ranges  of  its  power,  but  with 
gasoline  and  oil  vapor  the  cost  of  fuel  for  light  drops  to  less 
than  ^  of  a  cent  per  16  candle-power  light  per  hour0 


CHAPTER  VIII. 
THE   MATERIAL  OF   POWER   IN   EXPLOSIVE   ENGINES. 

THE  composition  of  gases,  gasoline,  petroleum  oil,  and  air 
as  elements  of  combustion  and  force  in  explosive  engines  is 
of  great  importance  in  comparisons  of  heat  and  motor  effi- 
ciencies. By  reported  experiments  with  2 o-candle  coal  gas  in 
the  United  States,  by  the  evaporation  of  water  at  212°  F.,  a 
cubic  foot  was  credited  with  1,236  heat  units;  while  reliable 
authorities  range  the  value  of  our  best  illuminating  gases  at 
from  675  to  700  heat  units  per  cubic  foot.  The  specific  heat 
of  illuminating  gas  is  much  higher  than  for  air,  being  for  coal 
gas  at  constant  pressure  0.6844  and  at  constant  volume  0.5196, 
with  a  ratio  of  1.315 ;  while  the  specific  heat  for  air  at  constant 
pressure  is  0.2377,  and  at  constant  volume  is  o.  1688,  and  their 
ratio  1.408. 

The  mixtures  of  gas  and  air  accordingly  vary  in  their  spe- 
cific heat  with  ratios  relative  to  the  volumes  in  the  mixture. 
The  products  of  combustion  also  have  a  higher  specific  heat 
than  air,  ranging  from  0.250  at  constant  pressure  and  0.182  at 
constant  volume,  to  0.260  and  0.190  with  ratios  of  1.37  and 

1.36. 

A  cubic  foot  of  ordinary  coal  gas  burned  in  air  produces 
about  one  ounce  of  water  vapor,  and  0.57  of  a  cubic  foot  of  car- 
bonic acid  gas  (CO2).  Its  calorific  value  will  average  about  673 
heat  units  per  cubic  foot. 

A  cubic  foot  of  ordinary  coal  gas  requires  1.21  cubic  feet  of 
oxygen,  more  or  less,  due  to  variation  in  the  constituents  of 
different  grades  of  illuminating  gases  in  various  localities,  for 
complete  combustion. 

Allowing  for  an  available  supply  of  20  per  cent,  of  oxygen 


GAS,    GASOLINE,    AND    OIL    ENGINES. 


in  air  for  complete  combustion,  then  1.21  X  5  =  6.05  cubic  feet 
of  air  which  is  required  per  cubic  foot  of  gas  in  a  gas  engine 
for  its  best  work ;  but  in  actual  practice  the  presence  in  the 
engine  cylinder  of  the  products  of  a  previous  combustion,  and 
the  fact  that  a  sudden  mixture  of  gas  and  air  may  not  make 
a  homogeneous  combination  for  perfect  combustion,  require  a 
larger  proportion  of  air  to  completely  oxidize  the  gas  charge. 

It  will  be  seen  by  inspection  of  Table  2  that  the  above 
proportion,  without  the  presence  of  contaminating  elements, 
produces  the  quickest  firing  and  approximately  the  highest 
pressure  at  constant  volume,  and  that  any  greater  or  less  pro- 
portion of  air  will  reduce  the  pressure  and  the  apparent  effi- 
ciency of  an  explosive  motor.  There  are  other  considerations 
effecting  the  governing  of  explosive  engines,  in  which  the  gas 
element  only  is  controlled  by  the  governor,  requiring  an  ex- 
cess of  air  at  the  normal  speed,  so  that  an  economical  adjust- 
ment of  gas  consumption  may  be  obtained  at  both  above  and 
below  the  normal  speed. 

TABLE  III. — THE   MATERIALS  OF  POWER  IN  EXPLOSIVE  ENGINES — 
GASES,  GASOLINE,  AND  PETROLEUM  OILS. 


• 

Various  gases,  vapors,  and  other  combustibles. 

Heat 
units, 
per 
pound. 

Heat 
units, 
per  cu- 
bic foot. 

Foot- 
pounds, 
per  cu- 
bic foot. 

Hydrogen  

61,560 
14.540 
18,324 
18,401 
18,448 
II.OOO 

293.5 

950 
800 
620 
185 
150 
104 
1677 
690 
868 
584 
495 
1051 

226,580 

773,400 
617,600 
478,640 
142,820 
115,800 
80,288 

492,680 
670,090 
450,848 
382,140 

Carbon  

Crude  petroleum.  West  Virginia,  spec.  grav.  .873. 
Light  petroleum,  Pennsylvania,  spec.  grav.  .841.. 
Benzine.  C8Ha  

Gasoline  

28  candle-power  illuminating  gas  .  . 

3             .,          ^  t 

15          «             "           •«    

g 

Water  gas,  American  

Producer  gas,  English  66  to.  . 
Water  producer  gas  

.... 

Ethylene  olefiant  gas   C2H4  

21,430 
II,OOO 

21,492 

Gasoline  vapor  

Acetylene  C2H2  .  .    .       

Natural  gas,  Leechburg    Pa  

"           "      Pittsburg    Pa  

Marsh  gas  (Methane)  ,  CH«  ,  

23.594 

MATERIAL  OF   POWER  IN    EXPLOSIVE   ENGINES. 


49 


The  various  other  than  coal  gas  used  in  explosive  engines 
are  NATURAL  GAS,  ACETYLENE,  liberated  by  the  action  of  water 
on  calcium  carbide ;  PRODUCER  GAS,  made  by  the  limited  action 
of  air  alone  upon  incandescent  fuel;  WATER  GAS,  made  by 
the  action  of  steam  alone  upon  incandescent  fuel ;  SEMI-WATER 
GAS,  made  by  the  action  of  both  air  and  steam  upon  incandes- 
cent fuel — also  named  DOWSON  GAS  in  England. 

Natural  Gas. 

The  constituents  of  natural  gas  varies  to  a  considerable  ex- 
tent in  different  localities.  The  following  is  the  analysis  of 
some  of  the  Pennsylvania  wells : 

NATURAL  GAS  CONSTITUENTS.  BY  VOLUME. 


Constituents. 

Clean, 

N.  Y. 

Pitts- 
burg, 
Pa. 

Leech- 
burg, 
Pa. 

Harvey 
well, 
Butler 
county. 

Burns 
well, 
Butler 
county. 

Hydrogen  ,  H  

22.OO 

4.70 

!•!  KQ 

6  10 

Marsh  gas.  CH4  

06.50 

67.00 

80.65 

80.  1  1 

7C  44 

Ethane    C2H4 

e  QO 

d  ^O 

572 

18  12 

Heavy  hydrocarbons  

I.OO 

I.OO 

.56 

Carbonic  oxide,  CO            .    .  . 

.CQ 

.60 

26 

trace 

trace. 

Carbonic  acid,  COa  

.60 

.ae 

66 

.^4 

Nitrogen,  N  

^.oo 

Oxygen  ,  O  

2.OO 

.80 

100.00 

100.00 

100.00 

100.00 

IOO.OO 

Heat  units,  cubic  feet,  Fah.  = 



892 

1051 

959 

1151 

Density,  0.5  to  0.55  (air  i). 

The  calorific  value  of  natural  gas  in  much  of  the  Western 
gas  fields  is  below  these  figures. 

In  experiments  recorded  by  Brannt,  "Petroleum  and  Its 
Products,"  with  the  oil  gas  as  made  for  town  lighting  in  many 
parts  of  the  United  States,  of  specific  gravity  about  0.68  (air 
i),  mixtures  of  oil  gas  with  air  had  the  following  explosive 
properties : 

Oil  gas,  volumes.  Air,  volumes.  Explosive  effect 

i 4.9  None. 

I 5- 6  to    5.8  Slight. 


5°  GAS,    GASOLINE,    AND    OIL    ENGINES. 

Oil  gas,  volumes.  Air.  volumes.  Explosive  effect. 

I . 6  to    6.5  Heavy. 

1 7  to    9  Very  heavy. 

I 10  to  13  Heavy. 

I 14  to  16  Slight. 

I 17  to  17. 7  Very  slight. 

I 18  to  22  None. 

It  will  be  seen  that  mixtures  varying  from  i  of  gas  to  6  of 
air,  and  all  the  way  to  i  of  gas  to  13  of  air,  are  available  for 
use  in  gas  engines  for  the  varying  conditions  of  speed  and 
power  regulation ;  and  that  i  of  gas  to  from  7  to  9  of  air  pro- 
duces the  best  working  effect.  Its  calorific  value  varies  in 
different  localities  from  550  to  650  heat  units  per  cubic  foot. 
Ordinary  oil  illuminating  gas  varies  somewhat  in  its  constitu- 
ents, and  may  average:  Hydrogen,  39.5;  marsh  gas,  37.3;  ni- 
trogen, 8.2;  heavy  hydrocarbons,  6.6;  carbonic  oxide,  4.3; 
oxygen  (free),  1.4;  water  vapor  and  impurities,  2.7;  total,  100; 
and  is  equal  to  6 1 7  heat  units  per  cubic  foot. 

Producer  Gas. 

The  constituents  of  producer  gas  vary  largely  in  the  dif- 
erent  methods  by  which  it  is  made ;  in  fact,  all  of  the  follow-  ' 
ing  gases  are  made  in  producers,  so  called.     The  constituents 
of  the  low  grade  of  this  name  are  : 

Carbonic  oxide,  CO 22. 8  per  cent. 

Nitrogen,  N 63.5        " 

Carbonic  acid,  COa  .. 3.6        " 

Hydrogen,  H 2.2        " 

Marsh  gas  (methane),  CH4 7.4       " 

Free  oxygen,  0 5       " 

i  oo.o       " 

The  average  heating  power  of  this  variety  of  producer  gas  is 
about  1 1 1  heat  units  per  cubic  foot. 


MATERIAL   OF   POWER   IN   EXPLOSIVE   ENGINES.  51 

Another  producer  gas,  called 

Water  Gas, 

has  an  average  composition  of — 

Carbonic  oxide,  CO 41  per  cent. 

Hydrogen,  H  48        " 

Carbonic  acid,  CO2 6        " 

Nitrogen,  N 5        " 

100        "      . 

and  has  an  average  calorific  value  of  291  heat  units  per  cubic 

foot. 

Semi- Water  Gas, 

or,  as  designated  in  England,  Dowson  gas,  from  the  name  of 
the  inventor  of  a  water  gas-making  plant,  has  the  following 
average  composition: 

Hydrogen,  H 18. 73  per  cent 

Marsh  gas,  (methane) ,  CH4 31  " 

Olefiant  gas,  C2H4 31  " 

Carbonic  oxide,  CO 25. 07  " 

Carbonic  acid,  COa 6.57  " 

Oxygen,  O 03  " 

Nitrogen.  N 48.98  " 

IOO.OO          " 

It  has  a  calorific  value  of  about  150  heat  units  per  cubic  foot. 

PETROLEUM  PRODUCTS  USED  IN  EXPLOSIVE  ENGINES. 

The  principal  products  derived  from  crude  petroleum  for 
power  purposes  may  commercially  come  under  the  names  of 
gasoline,  naphtha  (three  grades,  B,  C,  and  A),  kerosene,  gas 
oil,  and  crude  oil. 

The  first  distillate:  Rhigoline,  boiling  at  113°  F.,  specific 
gravity  0.59  to  0.60;  chimogene,  boiling  at  from  122°  to  138° 
P.,  specific  gravity  0.625;  gasoline,  boiling  at  from  140°  to  158° 
F.,  specific  gravity  0.636  to  0.657;  naphtha  "C"  (by  some  also 
called  benzin),  boiling  from  160°  to  216°  F.,  specific  gravity 


GAS,    GASOLINE,    AND    OIL    ENGINES. 


o. 66  to  0.70;  naphtha  "B"  (ligroine),  boiling  at  from  200°  to 
240°  F.,  specific  gravity  0.71  to  0.74. ;  naphtha  "A"  (putzoel), 
boiling  at  from  250°  to  300°  F. 

The  commercial  gasoline  of  the  American  trade  is  a  com- 
bination of  the  above  fractional  distillates,  boiling  at  from  125° 
to  200°  F.,  specific  gravity  0.63  to  0.74. 

Kerosene,  boiling  at  from  300°  to  500°  F.,  specific  gravity 
0.76  to  0.80. 

Gas  oil,  boiling  at  above  500°  F.,  specific  gravity  above  0.80. 

Crude  petroleum,  boiling  uncertain  from  its  mixed  constitu- 
ents, specific  gravity  about  o.  80. 

The  vapor  of  commercial  gasoline  at  60°  F.  is  equal  to  130 
volumes  of  the  liquid,  sustains  a  water  pressure  of  from  6  to  8 
inches,  and  will  maintain  a  working  pressure  of  2  inches,  or 
equal  to  any  gas  service  when  the  temperature  is  maintained 
at  60°  F.,  and  with  an  evaporating  surface  equal  to  5^  square 
feet  per  required  horse-power,  using  proportions  of  6  volumes 
of  air  to  i  volume  of  gasoline  vapor. 

Commercial  kerosene  requires  a  temperature  of  95°  F.  to 
maintain  a  vapor  pressure  of  from  £  to  -J-inch  water  pressure, 
requiring  a  much  larger  evaporating  surface  than  for  gasoline. 
It  may  be  vaporized  by  heat  from  the  exhaust,  and  is  so  used 
in  several  types  of  oil  engines. 

TABLE  IV. — PERCENTAGE,  SPECIFIC  GRAVITY,  AND  FLASHING  POINT  OF  THE 
PRODUCTS  OF  PETROLEUM. 


Products. 

Per  cent, 
of  each. 

Specific 
gravity. 

Flashing- 
point,  Fah. 

Rhigolene  and  chimogene  

Trace. 

Gasoline  

.02 

0.650 

10° 

Benzine  naphtha  

.10 

0.700 

14 

Kerosene,  light  

.10 

0.730 

5° 

Kerosene,  medium  

•  35 

0.800 

150 

.  10 

O.Sqo 

270 

Lubricating  oil  

.10 

0.905 

315 

.05 

O.QI5 

360 

Vaseline   

.02 

0.925 

Residuum  and  loss  

.16 

1.  00 

MATERIAL    OF    POWER    IN    EXPLOSIVE    ENGINES.          53 

Crude  petroleum  and  kerosene  are  available  also  by  injection 
in  a  class  of  oil  engines  of  the  Hornsby-Akroyd  type,  in  which 
the  oil  can  be  so  atomized  and  vaporized  as  to  make  its  entire 
volume  available  as  an  explosive  combustible,  in  order  that  the 
accumulation  of  refuse  shall  be  at  a  minimum.  Crude  oil  is  also 
used  in  the  "Best"  oil- vapor  engine. 

ACETYLENE    GAS. 
FOR    EXPLOSIVE    ENGINES. 

Much  interest  has  been  lately  shown  and  some  experiments 
made  in  regard  to  the  availability  of  carbide  of  calcium  for 
generating  acetylene  gas  as  a  fuel  in  the  motive  power  of  the 
horseless  carriage  and  launches.  Liquid  acetylene  has  been 
also  suggested  as  the  acme  of  concentrated  fuel  for  power. 

The  gas  liquefies  at  —  116°  F.  at  atmospheric  pressure,  and 
at  68°  F.  at  597  Ibs. ,  per  square  inch.  Its  liquid  volume  is  about 
62  cubic  inches  per  pound. 

The  specific  gravity  of  gaseous  acetylene  (C3  H3)  is  .91  (air  i), 
and  its  percentage  of  carbon  .923,  and  of  hydrogen  .077.  Its 
great  density  as  compared  with  other  illuminating  gases  and 
the  large  percentage  of  carbon  is  probably  the  source  of  its 
wonderful  light-giving  power. 

It  is  credited  by  hydrocarbon  heat  values  with  18,260 
thermal  units  per  pound  of  the  gas  (14^  cubic  feet)  and  1259 
thermal  units  per  cubic  foot. 

One  volume  of  the  gas  requires  2^  volumes  of  oxygen  for 
perfect  combustion,  which  is  equivalent  to  12^  volumes  of  air, 
provided  that  all  the  oxygen  of  the  air  can  be  utilized  in  the 
operation  of  a  gas  engine ;  probably  the  best  and  most  econom- 
ical effect  can  be  had  from  the  proportion  of  i  of  acetylene  to  14 
or  15  of  air.  This  proportion  has  been  used  in  Italian  motors 
with  the  best  effect. 

One  pound  of  calcium  carbide  will  yield  5!  cubic  feet  of  acety- 
lene gas,  and  requires  a  little  over  a  half  pound  of  water  to  com- 
pletely liberate  the  gas,  so  that  where  weight  is  a  factor,  as 


54  GAS,    GASOLINE,    AND    OIL    ENGINES. 

with  carriages,  tricycles  and  bicycles,  the  output  of  gas  will  be 
but  3.83  cubic  feet  per  pound  of  generating  material.  The 
large  proportion  of  air  required  for  perfect  combustion  makes  a 
favorable  compensation  for  the  necessity  for  carrying  water  for 
generating  the  gas,  as  compared  with  gasoline,  which  yields  but 
2 . 8  cubic  feet  of  vapor  per  liquid  pound  with  its  best  explosive 
effect  of  9  volumes  of  air  to  i  volume  of  vapor. 

In  liberating  the  gas  from  carbide  in  a  close  vessel  the  pres- 
sure may  rise  to  a  dangerous  point,  depending  upon  the  clear- 
ance space  in  the  vessel,  say  from  300  to  800  Ibs.  per  square 
inch.  In  this  manner  a  few  accidents  have  occurred. 

One  pound  of  liquid  acetylene,  when  evaporated  at  64°  F., 
will  produce  14^  cubic  feet  of  gas  at  atmospheric  pressure,  or 
a  volume  400  times  larger  than  that  of  the  liquid.  Its  critical 
point  of  liquefaction  is  stated  to  be  98°  F. ;  above  this  tempera- 
ture it  does  not  liquefy,  but  continues  under  the  gaseous  state 
at  great  pressures. 

The  heat  unit  value  of  acetylene  gas  from  its  peculiar  hydro- 
carbon elements,  it  will  be  seen,  is  far  greater  than  that  of  gaso- 
line vapor  per  cubic  foot,  but  experiments  seem  to  have  cast  a 
doubt  upon  the  theoretical  value,  and  assigned  a  much  less 
amount,  or  about  868  heat  units  per  cubic  foot. 

As  the  comparative  volume  of  explosive  mixtures  of  gas  or 
vapor  and  air  is  largely  in  favor  of  acetylene  over  gasoline,  and 
as  the  weight  of  material  for  a  given  horse-power  per  hour  also 
favors  the  use  of  acetylene,  it  will  no  doubt  become  a  useful  and 
economical  element  of  explosive  power  for  vehicles  and  launches ; 
always  provided  that  the  commercial  production  of  carbide  of 
calcium  becomes  available  as  a  merchandise  factor  in  cities  and 
towns. 

The  explosive  mixture  of  acetylene  and  air  spontaneously 
fires  at  lower  temperatures  than  illuminating  gas  mixtures ;  it 
varies  from  509°  to  515°  F.,  while  illuminating  gas  mixtures 
range  from  750°  to  800°  F.  Claims  of  a  higher  temperature  have 
been  made. 


f 

MATERIAL    OF    POWER    IN    EXPLOSIVE    ENGINES.         55 

In  the  use  of  liquid  acetylene,  the  cost  of  liquefying  the  gas 
may  be  a  bar  to  its  ordinary  use,  but  for  special  purposes  there 
are  possibilities  that  only  future  experiments  and  trials  may  de- 
velop into  useful  work  from  this  unique  element.  In  trials  of 
acetylene  for  power  in  gas  engines,  made  in  Paris,  France,  it 
was  found  that  a  much  less  volume  of  acetylene  was  required 
for  equal  work  with  illuminating  gas  and  that  it  was  a  practical 
explosive  fuel.  The  only  change  required  was  found  to  be  a 
more  perfect  regulation  of  the  valve  movement,  or  a  smaller 
valve  to  meet  the  smaller  volume  of  acetylene.  In  these  exper- 
iments the  explosive  mixture  was  approximately  i  o  parts  air  to  i 
part  acetylene ;  and  using  from  4  to  7  cubic  feet  of  gas  per  horse- 
power per  hour. 

From  another  account  of  trials  in  France,  it  appears,  as  the 
restilt  of  experiments  made  by  M.  Ravel,  that  6.35  cubic  feet  of 
acetylene  gas  generate  i  horse-power  per  hour,  which  is  equiva- 
lent to  a  reduction  of  two-thirds  as  compared  with  petroleum. 
As  to  the  explosiveness  of  mixtures  of  air  and  acetylene,  it  was 
found  that  1.35  parts  of  this  gas  mixed  with  i  part  of  air  .began 
to  be  explosive,  the  explosive  force  of  such  mixture  rising 
rapidly  as  the  dilution  with  air  increases,  attaining  finally  a  max- 
imum when  there  are  1 2  volumes  of  air  with  i  volume  of  acety- 
lene; then  as  the  proportion  of  air  is  increased  beyond  this 
limit,  the  explosive  force  subsides,  until  at  20  to  i  it  becomes 
entirely  extinct.  The  flashing  point  approximates  900°  F., 
whereas  in  the  case  of  most  other  gases  used  to  generate  power 
the  requisite  ignition  temperature  is  about  1100°  F.  The  tem- 
perature of  combustion  is  very  much  higher  than  that  of  the 
other  gases  with  which  it  can  be  compared.  The  special  charac- 
teristics of  this  gas,  therefore,  are  great  rapidity  of  the  trans- 
mission of  flame,  low  ignition  temperature,  high  combustion 
temperature  and  extraordinary  energy  evolved  in  the  explosion. 


CHAPTER  IX. 
CARBURETTERS. 


THE  use  of  the  vapor  of  gasoline,  naphtha,  and  petroleum 
oil  for  operating  internal-combustion  engines  is  increasing  to  a 


PlO.  14.— THE  CIRCULAR  CARBURETTER,  PLAN. 

vast  extent  in  all  parts  of  the  civilized  world,  and  will  be  no 
doubt  the  cheapest  medium  for  generating  power  so  long  as 
petroleum  and  its  products  are  at  the  present  low  price.  In 


PlO.  15.— THE  CIRCULAR  CARBURETTER,  SECTION. 

gas-engine  running,  air  saturated  with  the  vapor  of  gasoline 
and  naphtha  is  in  general  use,  and  when  so  used  is  produced 
by  passing  air  through  the  liquid  or  over  a  surface  largely  ex- 


CARBURETTERS. 


57 


tended  by  capillary  attraction  of  the  fluid  by  fibrous  surfaces 
dipping  into  the  fluid,  by  vaporizing  the  fluid  by  means  of  the 
heat  of  the  exhaust,  and  by  injecting  the  fluid  in  small  portions 
into  the  air-inlet  chamber  or  under  its  valve,  and  directly  into 
the  clearance  space  of  the  cylinder. 

In  Figs.   14  and  15  is  illustrated  a  form  of  carburetter, 


D 


PIG.  16.— PLAN  OF  VENTILATING  CARBURETTER. 

made  by  the  writer  many  years  since,  for  carburetting  air  and 
low-grade  illuminating  gas. 

This  carburetter  may  be  made  of  heavy  tinplate.  The  spiral 
partition,  made  of  tinplate,  is  perforated  with  sufficient  small 
holes  at  top  and  bottom  to  fasten  strips  of  cotton  or  woollen 
flannel  on  both  sides  of  the  spiral  plate  by  stitching  with  coarse 


-_!.-:„- 

}  hi  M  r 

T  f 

\ 

',  '•  •  •> 

~  *  »~ 

i-! 

J->'> 

-:> 

- 

-j 

r"1'- 

-T    .- 

T  .  ~  f  ~  t 

-  r- 

1  —  ^  1 

r»  •    t  — 

r-4    1  J 

r 

—. 

— 

i*  i 

T 

r- 

T  '- 
J  i 

I1  1:  :  j 

:-] 

- 

*  -Z- 

-  ,  J- 

',  •- 

•  "•  '  r 

r 

.1 

i  — 

T    i 

j 

~  n 
n~ 

-.  r 

1'";1T  L 

T  • 

-. 

"'-!"- 

-.  •  — 

—  '  l- 

>- 

_|T 

J~ 

^q- 

-  - 

t-  .r  .  —  . 

T  • 

.-  ' 

-  1  - 

~  i  • 

~." 

-  i- 

-  r'_r 

PIG.  17.— SECTIONS  OF  VENTILATING  CARBURETTER. 

thread  and  needle.  The  spiral  plate  should  extend  so  as  to 
nearly  touch  the  bottom  of  the  tank ;  the  bottom  is  to  be  soldered 
on  last.  The  valve  V,  for  the  purpose  of  preventing  the  escape 
of  the  vapor  when  the  carburetter  is  not  in  use,  may  be  made  as 
light  as  possible,  of  tin  plate  or  brass,  and  faced  with  soft  leather 
wet  with  glycerin  or  a  composition  of  glycerin  and  glue  jelly, 


GAS,    GASOLINE,    AND    OIL    ENGINES. 


which  always  keeps  soft  and  is  not  injured  by  the  gasoline  or 
its  vapor.  By  this  arrangement  many  square  feet  of  surface 
may  be  obtained  in  a  small  space  and  perfect  uniformity  of 
saturation  insured.  As  the  enclosed  walls  of  this  form  become 
very  cold  by  long-continued  use,  an  improvement  was  made  by 


PIG.  18.— UNION  AND  GLOBE  ENGINE  VAPORIZER. 

making  each  division  wall  with  an  outside  surface,  so  that  there 
was  a  natural  down-draught  of  air  on  the  outside  of  the  entire 
evaporating  surface  of  the  carburetter.  In  Figs.  16  and  17  are 
shown  the  plan  and  sections. 

In  this  form  the  air  spaces  prevent  excessive  cold  by  a 
circulation  of  air  downward  against  the  cooling  surface  of  the 
walls — the  whole  interior  vertical  walls  being  lined  with  cloth 
fastened  to  a  wire  frame  made  to  fit  each  section  and  pushed 
into  place  before  the  ends  of  the  sections  are  soldered  on. 

Very  good  carburetters  have  been  made  by  a  long  cast-iron 


CARBURETTERS. 


59 


FIG.  19.— THE  DAIMLER  CARBURETTER. 


with  a  cover  bolted  on  with  a  packing-  of  glue  and  glycerin 
jelly  on  felt  or  asbestos  packing,  in  which  a  frame  of  wire- 


60  GAS,    GASOLINE,    AND    OIL    ENGINES. 

work  and  cloth  or  yarn  is  made  to  give  the  desired  evaporat- 
ing surface. 

For  any  carburetter  of  the  forms  here  described,  the  depth 
should  be  limited  to  8  inches,  as  the  capillarity  of  the  fibrous 
material  is  of  little  or  no  value  at  a  greater  height  than  6  inches 
above  the  fluid,  which  should  not  be  charged  above  3  inches 
in  depth  for  best  effect. 

In  Fig.  1 8  is  represented  a  vaporizer  used  by  the  Globe 
Gas  Engine  Company  of  Philadelphia.  It  consists  of  a  metal 
body  E,  inside  of  which  is  a  ball-shaped  valve  N,  seated  on  the 
end  of  a  tube  with  its  spindle  extending  below  the  air  pipe  and 
attached  to  a  disc  at  J  for  regulating  the  lift  of  the  air  and 
gasoline  valve ;  O  is  spindle  of  gasoline  valve.  The  gasoline 
tank  is  so  placed  as  to  flow  the  liquid  to  the  vaporizer.  The 
air  is  heated  by  passing  through  a  jacket  on  the  exhaust  pipe. 

Fig.  1 9  represents  a  sectional  view  of  the  Daimler  carbu- 
retter. The  incoming  air  is  heated  by  passing  through  a 
jacket  on  the  exhaust  pipe,  and  charged  to  saturation  with 
vapor  in  the  carburetter,  the  saturated  air  charge  being  regu- 
lated by  a  three-way  cock,  which  allows  a  further  dilution 
with  air  for  the  explosive  mixture. 

The  gasoline  supply  is  made  through  the  small  central  tube 
to  the  bottom  of  the  carburetter,  which  insures  a  uniform 
density  in  the  fuel.  The  float  B  by  its  weight  keeps  a  con- 
stant level  in  the  conical  cup  D,  where  evaporation  takes  place. 
The  float  and  its  guide-pipe  move  down  as  the  gasoline  is 
used.  The  hot  air  passes  down  through  the  guide-tube  and 
out  through  the  perforation  beneath  the  fluid  in  the  conical 
cup  D,  then  over  two  diaphragms,  and  through  the  perforated 
screen  and  to  the  vapor  tube.  The  perforated  screen  in  both 
inlet  and  outlet  chamber  prevents  the  jerky  motion  of  the  air 
caused  by  the  suction  of  the  piston.  The  lettering  in  the  cut 
fairly  explains  the  ignition  arrangement. 

In  Fig.  20  is  represented  the  carburetter  of  the  Gilbert 
&  Barker  Manufacturing  Company,  Springfield,  Mass.  It  is 


CARBURETTERS. 


6l 


made  of  wrought  iron,  has  four  divisions,  in  which  perforated 
capillary  partitions  are  set  around  each  division  or  story  of 
the  carburetter,  thus  greatly  enlarging  the  evaporating  surface. 
The  air  enters  the  lower  compartment,  becomes  saturated,  and 
leaves  the  carburetter  from  the  top.  Provision  is  made  for 


FIG.  20.— GILBERT  &   BARKER   CARBURETTER. 

pumping  out  any  residue  that  may  require  removal  when  the 
carburetter  is  placed  underground. 

Many  other  forms  of  carburetter  have  been  tried,  without, 
however,  securing  better  results  than  with  those  here  described. 

Saturated  air  with  gasoline  vapor  has  a  heat  value  of  about 
200  heat  units  per  cubic  foot. 

A  claim  has  been  made  in  France  that  by  saturating  part  of 
the  exhaust  and  by  heating  the  gasoline,  also  by  the  exhaust, 
a  concentrated  vapor  was.  produced,  which,  used  with  the 
air,  produced  a  power  value  of  Tf -$  of  a  gallon  of  gasoline  per 
horse-power  per  hour.  We  await  its  confirmation.  There  is 


62  GAS,    GASOLINE,    AND    OIL    ENGINES. 

no  doubt  that  greater  economics  are  in  progress  in  the  opera- 
tion of  gasoline  and  oil  engines;  but  the  use  of  part  of  the 
products  of  combustion  from  the  exhaust  tends  to  lessen  its 
value,  if  it  has  a  value  above  its  use  as  a  part  of  the  contents 
of  the  clearance  space  now  in  use  in  engines  of  the  compres- 
sion class. 

The  evaporation  of  gasoline  of  .  74  specific  gravity  at  a  tem- 
perature of  60°  F.  varies  somewhat  from  the  form  of  its  ele- 
mentary constituents ;  so  that  an  average  of  1,173  grains  per 
square  foot  of  saturated  surface  per  hour  in  the  open  air  may 
be  assumed  as  the  basis  for  carburetting  surface. 

When  evaporated  in  a  closed  vessel,  as  a  carburetter,  the 
vapor  may  start  at  about  i ,  ooo  grains  per  square  foot  of  sur- 
face per  hour ;  but  if  the  area  of  evaporating  surface  is  so  ex- 
tended that  little  or  no  tension  or  pressure  is  produced  by  its 
evaporation,  due  to  the  draught  upon  it  by  the  motor,  and  the 
temperature  of  the  gasoline  is  kept  near  to  60°  F.,  the  evapo- 
ration may  be  relied  on  at  about  800  grains  per  square  foot  per 
hour. 

This  gives  a  basis  for  computing  the  area  of  carburetted 
surface  at  any  assumed  consumption  of  gasoline  per  horse- 
power per  hour.  For  example,  gasoline  weighing  6  Ibs.  per 
gallon,  with  an  assumed  requirement  of  -fa  of  a  gallon  per 
horse-power  per  hour,  and  an  evaporation  of  800  grains  per 

hour  per  square  foot,  will  require  TTr  -  =  5i  square  feet 

of  evaporating  surface  in  the  carburetter  per  horse -power. 

With  our  present  experience  there  is  no  doubt  in  regard  to 
the  advantage,  economy  and  safety  in  the  use  of  carburetters  for 
gasoline,  in  which  the  air  becomes  thoroughly  saturated  with 
the  gasoline  vapor  before  it  meets  the  free  air  at  the  charging 
valve.  Air  saturated  with  gasoline  vapor  is  not  explosive,  and 
is  considered  in  practice  to  be  as  safe  in  pipes  and  gas  holders 
as  any  other  gas  used  for  illuminating  purposes.  It  does  not 
become  explosive  until  further  diluted  to  5  parts  of  air  to  i 


CARBURETTERS.  63 

part  pure  vapor.  The  mixture  of  air  saturated  with  vapor  of 
gasoline  is  largely  in  use  in  all  parts  of  the  United  States  for  illu- 
minating purposes,  conditioned  as  to  safety  and  favorable  insur- 
ance ;  therefore  there  is  no  bar  to  its  use  under  the  same  conditions 
as  an  explosive  element  for  power.  Its  safety  will  always  be 
insured  by  an  excess  of  evaporating  surface  in  the  carburetter. 

So  far  as  experience  goes  the  sufficiency  of  the  carburetter 
surface  is  a  most  important  detail  in  its  application  for  the  fuel 
supply  of  a  gasoline  engine,  and  its  deficiency  has  been  at  the 
bottom  of  much  trouble  with  the  builders  of  these  engines, 

A  point  of  great  value  in  the  economy  of  fuel  has  been 
brought  out  by  German  engineers,  in  trials  as  to  the  time  of 
combustion  in  a  cylinder  and  its  relation  to  the  perfection  of  the 
mixture  of  air  and  vapor.  It  was  demonstrated  experimentally 
that  in  the  ordinary  method  of  mixing  a  pure  gas  or  vapor  with 
air  at  the  instant  of  injection  into  the  cylinder  does  not  produce 
an  instantaneous  explosion,  but  from  the  first  impulse  the  com- 
bustion continued  throughout  the  stroke  with  a  portion  of 
unburned  gas  in  the  exhaust.  This  resulted,  as  observed,  in  a 
reduced  initial  pressure  and  consequent  reduced  efficiency  by 
the  indicator  card.  The  continued  combustion  also  increased 
the  heat  of  the  cylinder  as  shown  by  the  increase  of  tempera- 
ture of  a  stated  quantity  of  water  for  cooling  a  slow  combustion 
cylinder. 

It  was  found  experimentally  that  an  injection  of  equal 
parts  of  gas  and  air  into  a  cylinder  required  6  seconds  to 
become  fully  diffused,  and  that  i  part  of  gas  to  6  parts  of 
air  required  from  i  o  to  1 2  seconds  for  perfect  diffusion.  When, 
therefore,  the  time  of  a  single  revolution  of  a  gas  or  gaso- 
line engine  is  considered,  as  compared  with  the  time  for 
charging  and  compression  in  a  four-cycle  cylinder,  it  will  be 
seen  that  the  mixture  cannot  become  sufficiently  intimate  to 
permit  the  desired  instantaneous  explosion  necessary  for  the 
highest  fuel  efficiency. 

The  tendency  of  efficiency  in  gas  and  gasoline  engine  con- 


64 


GAS,    GASOLINE,    AND    OIL    ENGINES. 


stmction  in  the  United  States  appears  to  be  increasing-  in  the 
line  of  more  perfect  mixture  of  the  explosive  fuel  before  injec- 
tion into  the  cylinder;  and  to  this  we  probably  owe  the  possi- 
bilities now  claimed  of  from  12  to  14  cubic  feet  of  good 
illuminating  gas,  and  ^  of  a  gallon  of  gasoline  per  indicated 
horse-power  per  hour,  and  which  in  some  cases  has  raised  the 
pressure  of  explosion  to  3^  times  the  pressure  of  compression 
in  four-cycle  engines. 

In  Fig.  20  A  is  illustrated  a  novel  atomizer  and  vaporizer  for 
a  marine  engine.  The  rising  vapor  pipe  is  shortened  in  the  cut 
for  the  convenience  of  illustration. 


FlG.  20A. — GASOLINE  ATOMIZER  AND  VAPORIZER. 

The  gasoline  tank  is  placed  in  the  bow  of  the  boat  and  the 
atomizer  at  the  base  of  the  engine.  The  gasoline  flows  to  the 
chamber  F  by  gravity  and  is  stopped  by  the  deep-seated  conical 
valve  E.  The  cage  of  the  air  inlet  valve  D  is  screwed  into  ttiv. 
metal  box  at  B  and  is  adjustable  so  as  to  bring  the  push-centd 


CARBURETTERS.  65 

of  the  valve  D  to  the  proper  distance  for  operating-  the  gasoline 
inlet  valve  E.  The  lift  of  the  air  valve  D  is  also  adjustable  in 
its  lift  by  the  lock-nuts  at  I  on  the  spindle  C,  which  is  guided  by 
•a  cross-bar  near  the  top  of  the  cage.  The  main  air  inlet  is  at  H 
with  a  diffusion  inlet  at  G  regulated  by  a  plug-cock.  The  gaso- 
line is  thoroughly  atomized  by  the  action  of  the  two  valves  E 
and  D,  and  /meeting  the  fresh  air  through  G  is  vaporized  in  its 
passage  through  the  pipe  and  inlet-valve  chamber. 

VAPOR    GAS    FOR    EXPLOSIVE    MOTORS. 

Much  of  the  risk  and  inconvenience  of  handling  gasoline  for 
motive  power  may  be  avoided  by  using  the  mixture  of  air  and 
gasoline  vapor  as  a  gas,  and  under  the  same  conditions  at  the 
motor  as  with  illuminating  gas.  Many  power  plants  now  utilize 
the  vapor  of  gasoline  generated  at  or  in  the  immediate  vicinity  of 
the  motor  cylinder.  This  requires  the  presence  of  gasoline  in 
quantity  within  the  building,  which  largely  increases  the  insur- 
ance risk,  and  is  always  a  source  of  discussion  and  doubt  with 
underwriters. 

The  vapor  gas  as  now  extensively  used  for  lighting  dwellings 
and  factories  has  been  brought  to  such  perfection  in  its  genera- 
tion and  application  to  lighting  purposes,  as  well  also  to  many 
other  applications  for  heat  generated  by  Bunsen  and  other  forms 
of  gas  burners,  that  it  may  now  be  considered  the  most  conven- 
ient form  for  a  gas-generating  system  for  isolated  places,  where 
an  element  is  required  for  both  lighting  and  power.  The  uncer- 
tainty of  perfect  diffusion  of  vapor  and  air  in  the  present  methods 
of  producing  the  mixture  of  vapor  and  air  near  or  within  the  cyl- 
inder cannot  be  considered  the  highest  economy  in  the  element 
of  power  production,  in  view  of  the  assumed  fact  that  commercial 
gasoline  of  an  average  of  .  75  gravity,  weighing  about  6\  Ibs.  per 
gallon,  is  claimed  by  the  builders  of  the  most  economical  mo- 
tors to  require  but  ^  gallon  per  actual  horse-power  per  hour. 
This  is  equal  to  .  78  of  a  pound,  and  the  pound  is  credited  with 
11,000  heat  units,  or  8580  heat  units  per  horse-power  per  hour. 


66 


GAS,    GASOLINE,    AND    OIL    ENGINES. 


This  at  774  foot  pounds  per  heat  unit  is  equal  to  8,640,920  foot 
pounds  per  horse-power  per  hour.  The  actual  or  brake  horse- 
power per  hour  is  1,980,000  foot  pounds  or  .  229  per  cent,  of  the 
theoretical  value  of  gasoline.  With  more  perfect  mixtures  of 
vapor  of  gasoline  and  air  the  percentage  in  efficiency  should 


FlG.  20B. — THE  DIFFERENTIAL   GRAVITY    REGULATOR. 

be  increased  and  a  uniformity  in  the  action  of  the  motor  obtained 
by  a  more  perfect  diffusion  of  the  elements  of  combustion. 

One  of  the  means  for  automatically  regulating  the  mixture 
of  vapor  and  air  is  illustrated  in  the  combined  mixer  and  regu- 
lator of  the  Gilbert  &  Barker  Mfg.  Co. ,  82  John  Street,  New  York, 
Fig.  20  B,  and  in  Fig.  20  c,  the  mixer  and  meter  air  pump  placed 


CARBURETTERS.  6/ 

within  a  building.  The  carburetter,  as  shown  in  Fig.  20,  p.  61, 
is  placed  in  the  ground  or  a  vault  outside  of  the  building.  The  air 
is  forced  by  the  air  meter  pump  at  a  low  pressure  (i  to  i-£  inches 
water  pressure)  to  the  carburetter  on  the  outside  of  the  building 
and  returned  through  another  pipe,  loaded  with  the  vapor  of 
gasoline,  to  the  regulator,  where,  by  a  differential  gravity  balance, 
a  supplementary  valve  is  opened  by  which  a  direct  current  of  air 
enters  from  the  pressure  pipe  of  the  air  meter  pump  and  dilutes 
the  direct  vapor  charge  from  the  carburetter  to  a  uniform  mix- 
ture, and  thus  producing  a  constant  flow  of  gas  of  a  gravity  for 
the  best  effect  in  lighting,  and  also,  when  further  diluted  at  the 
inlet  valve,  for  the  best  explosive  effect  in  a  motor. 

The  pure  vapor  of  gasoline  is  of  a  gravity  of  2.8  (air  i)  and 
the  air  gas  vapor  as  it  conies  from  the  carburetter  may  be  of 
varying  gravities  from  2.5  to  1.5  (air  i),  and  it  is  the  difference 
in  the  gravity  of  air  and  the  heavier  vapor  of  gasoline  and  air  as 
it  comes  from  the  carburetter  that  operates  the  diluting  mech- 
anism of  the  apparatus  to  produce  a  mixture  of  uniform  quality. 
For  this  purpose,  the  float  B  is  a  sealed  metal  can,  containing 
air  which  with  its  weight  and  the  air  inlet  valve  C  is  exactly 
balanced  by  an  adjustable  counterpoise  F  and  enclosed  within  a 
cast-iron  case.  The  vapor  gas  enters  at  the  bottom  through  an 
annular  inlet  Q  from  the  carburetter  and  fills  the  case  with  a  vapor 
mixture  slightly  heavier  than  the  balanced  can  of  air,,  which  is 
thus  caused  to  rise  and  open  the  direct  air  inlet  valve  C,  admit- 
ting air  at  a  slightly  increased  pressure,  due  to  differential  friction, 
as  between  the  short-air  connection  with  air  pump  and  the  long- 
pipe  connection  to  the  carburetter  and  back  to  the  regulator. 

By  the  delicate  screw  adjustment  of  the  counterpoise  weight 
at  O  the  exact  conditions  for  a  uniform  gravity  gas  supply  may 
be  obtained  for  lighting.  This  is  assumed  to  be  also  the 
most  economical  for  combustion  in  an  explosive  motor;  it  then 
requiring  only  the  regulating  admixture  of  air  at  the  inlet  valve 
of  the  motor  cylinder  for  adjusting  the  force  of  explosion  and 
for  regulating  the  speed  of  the  motor. 


68 


GAS,    GASOLINE,    AND    OIL    ENGINES. 


CARBURETTERS.  69 

Fig.  20  c  shows  the  arrangement  of  setting  the  air  pump  and 
regulator  with  the  short-circuit  of  the  air  pipe  to  give  a  preponder- 
ance to  the  air  pressure  at  the  regulating  valve  C.  For  motor 
service  a  gas  equalizing  bag  should  be  used  as  with  other  kinds 
of  gas  supply. 

A  strong  feature  of  this  carburetter,  as  illustrated  at  page  6 1 , 
is  the  large  evaporating  surface,  it  being  in  fact  a  compound 
generator  consisting  of  a  number  of  independent  and  perfect 
evaporators,  one  placed  over  the  other.  The  effect  of  cold  by 
evaporation  commences  at  the  bottom  pan,  and  the  saturation 
of  the  air  is  completed  in  the  next  pan,  and  so  on  successively, 
so  that  deterioration  does  not  commence  until  the  last  or  top 
pan  is  partially  exhausted. 

The  air  pump  is  of  the  wet  gas  meter  type  with  the  motion 
inverted  and  propelled  by  a  weight  as  shown  in  Fig.  20  c,  or  by 
a  small  overshot  water  wheel  operated  by  a  jet  from  any  source 
of  water  pressure. 


CHAPTER    X. 
CYLINDER  CAPACITY  OF   GAS  AND  GASOLINE  ENGINES. 

THE  cylinder  volume  of  gas  and  gasoline  engines  seems  to 
be  as  variable  with  the  different  builders  as  it  is  with  steam 
engines  in  its  relation  to  the  indicated  power. 

The  proportion  of  diameter  to  stroke  varies  from  equal 
measures  up  to  38  per  cent,  greater  stroke  than  the  measure  of 
the  cylinder  diameter.  The  extreme  volumes  of  cylinder  ca- 
pacity (measured  by  the  stroke)  varies  from  28  to  56  cubic 
inches  for  a  i  H.P.  engine  and  from  48  to  98  cubic  inches  for  a  2 
H.P.  engine;  for  a  3  H.P.  engine  from  77  to  142  cubic  inches, 
while  for  a  6  H.  p.  engine  it  ranges  from  182  to  385  cubic  inches. 
This  disparity  in  sizes  for  equal  indicated  power  may  be  caused 
by  the  different  kinds  of  gas  and  its  air  mixtures  under  which 
the  trials  for  indicated  power  may  have  been  made,  or  it  may 
be  partly  due  to  relative  clearance  and  facility  for  exploding 
the  charge  at  some  fixed  time. 

It  may  be  readily  seen  from  inspection  of  the  heat  value  of 
different  kinds  of  gas — varying  as  they  do  from  about  950  heat 
units  per  cubic  foot  for  the  highest  illuminating  gas  to  from 
185  to  66  heat  units  in  the  different  qualities  of  producer  gas — 
that  large  variations  in  effective  power  will  result  from  a  given 
sized  cylinder.  It  will  also  be  plainly  seen  that  with  the  ex- 
treme dilution  of  producer  gas  with  the  neutral  elements  that 
produce  no  heat  effect,  that  no  combination  with  air  that  also 
contains  80  per  cent,  of  non-combustible  element  can  produce 
even  a  modicum  of  power  in  the  same  sized  cylinder  as  is  used 
for  a  high -power  gas.  V 

In  view  of  this  it  seems  necessary  to  build  explosive  engines 
with  cylinder  capacities  due  to  the  heat  unit  power  of  the  com- 


CYLINDER    CAPACITY.  J  I 

bustible  intended  to  be  used,  as  well  as  to  the  method  of  its 
application. 

In  the  following  tables1  are  given  the  indicated  and  actual, 
power,  revolutions,  and  size  of  cylinder  and  stroke  of  various 
styles  of  gas  engines  for  comparison : 


THE  SINTZ. 

THE  ATKINSON  CYCLE. 

Horse- 
power. 

Revolu- 
tions per 
minute. 

Diameter 
of 
cylinder. 
Inch. 

Stroke. 
Inch. 

Horse- 
power. 

Revolu- 
tions per 
minute. 

Diameter 
of 
cylinder. 
Inch. 

Stroke. 
Inch. 

I            ... 

425 
400 
375 
350 
300 
270 
250 
225 

31 
4 
4f 

54 
6J 

8 
9 

3* 
4 

6 
6 
7 

8 

9 

2 

1  80 
1  80 
160 
150 
150 
140 
130 
120 

4f 
5f 
6^ 
7* 
8± 
9i 

IO 
12 

4f 
5* 

8i 
8| 

& 

"H 

12* 

2    

T.    . 

C 

C    .  . 

4.  . 

7 

6  

Q  .  . 

8  

12  

IO            ... 

16 

JC 

20 

THE  NASH. 


PACIFIC. 


Actual 
horse- 
power. 

Resolu- 
tions per 
minute. 

Diameter 
of 
cylinder. 
Inch. 

Stroke. 
Inch. 

Actual 
horse- 
power. 

Revolu- 
tions per 
minute. 

Diameter 
of 
cylinder. 
Inch. 

Stroke. 
Inch. 

i-. 

-ICQ 

•3 

4 

14-  

250 

4f 

6 

0. 

•3  C.Q 

-2.1 

4* 

22C, 

6Jr 

I   . 

^2^ 

A± 

6 

2OO 

7 

IO 

2    . 

•7QO 

e 

C 

•2,00 

•300 

5.. 

28O 

LAWSON  ENGINE. 


STAR. 


Actual 
horse- 
power. 

Revolu- 
tions per 
minute. 

Diameter 
of 
cvlinder. 
"Inch. 

Stroke. 
Inch. 

Actual 
horse- 
power. 

Revolu- 
tions per 
minute. 

Diameter 
of 
cylinder. 
Inch. 

Stroke. 
Inch. 

I    

1  80 

4-1- 

8 

2  

250 

4i 

6 

2 

1  60 

C 

IO 

q 

24.0 

e 

6 

1  60 

64- 

12 

2  2O 

5-1 

IO 

6       

160 

ll 

14 

6  

2  2O 

6J 

12 

8 

1  80 

7 

M 

10  

1  80 

8 

14 

72 


GAS,    GASOLINE,    AND    OIL    ENGINES. 


RATING  OF  SOME  ENGLISH  ENGINES. 


Indicated 
horse-power. 

Revolutions. 

Diameter. 
Inch. 

Stroke. 
Inch. 

Name. 

164 

6 

16 

Crossley 

164 

8 

16 

14  

2OO 

7 

1C 

«< 

16           

160 

Ili 

20 

Burt's  Otto 

18   

1  80 

0^ 

16 

«         « 

IQ      . 

160 

o£ 

18 

Crossley 

2O  

184 

of 

17 

Stockport 

2O  

164 

12 

18 

Wells. 

24  

1  80 

IO 

18 

Barker's  Otto. 

•JQ 

1  7O 

12 

20 

<>          «i 

•3-7 

2IO 

17 

21-3- 

Crossley 

4.O 

1  60 

18 

24. 

Xanerve 

The  apparent  discrepancies  in  the  above  tables  of  cylinder 
capacities,  as  to  their  size  when  compared  with  their  indicated 
power,  are  not  really  so  great  as  may  be  noticed  at  first  inspec- 
tion ;  for  the  mean  pressure  varies  very  much  with  the  various 
fuels,  as  well  also  from  the  relative  variation  of  the  propor- 
tion between  the  volume  of  the  combustion  chamber  and  the 
volume  swept  by  the  piston.  The  difference  in  speed  between 
the  various  engines  noted  also  complicates  the  direct  compari- 
son for  cylinder  capacities. 

The  whole  subject  of  size  and  weight  of  explosive  engines 
for  stated  powers  appears  to  be  still  in  the  experimental  stage, 
which  by  continued  experiment  and  experience  may  be  brought 
into  an  approximate  uniformity  in  practice. 


MUFFLERS   ON   GAS   ENGINES. 

The  method  of  muffling  the  sound  of  the  exhaust,  as  well 
also  the  sound  or  clack  of  the  valves,  was  a  puzzling  problem 
to  the  early  builders  of  gas  engines.  The  matter  has  finally 
sifted  down  to  a  plain  cast-iron  box  of  from  i  to  3  cubic  feet 
capacity,  set  near  the  engine,  and  into  which  the  exhaust  pipe 
is  connected,  and  continued  by  a  separate  connection  to  the 
outside  of  a  building. 


CYLINDER    CAPACITY.  73 

Connection  of  the  exhaust  with  a  chimney  should  not  be 
made  under  any  circumstances,  as  there  are  unknown  elements 
of  explosion  liable  to  be  accumulated  in  the  line  of  the  exhaust 
that  might  do  damage  to  a  chimney ;  and  for  the  same  reason 
the  muffler-box  should  be  made  strong  enough  for  a  pressure 
equal  to  the  explosive  power  of  the  gas  and  air  mixture,  or  say 
175  Ibs.  per  square  inch.  This  insures  safety  from  any  explo- 
sion that  may  accidentally  occur  in  the  exhaust  by  missed  ex- 
plosions in  the  cylinder,  or  otherwise. 

The  muffler  pot  is  also  a  water-catch,  in  which  part  of  the 
water  vapor  formed  by  the  union  of  the  hydrogen  and  oxygen 
is  condensed.  It  should  have  a  draw-off  cock  a  few  inches 
above  the  bottom,  so  that  the  muffler  may  always  have  a  little 
water  in  the  bottom,  the  water  having  been  found  to  have  a 
deadening  effect  on  the  exhaust. 

A  second  muffler  pot  has  been  found  to  still  further  deaden 
the  exhaust,  and  is  preferable  to  throttling  the  exhaust  by 
mufflers  with  perforated  diaphragms. 

In  all  cases  an  enlargement  of  the  exhaust  pipe  from  the 
muffler  to  the  roof  by  one  or  two  sizes  larger  than  the  engine 
exhaust,  will  modify  the  intensity  of  the  exhaust  at  the  roof,, 
and  often  abate  a  nuisance. 


CHAPTER  XL 

GOVERNORS  AND  VALVE  GEAR. 

THE  regulation  of  the  speed  of  explosive  engines  has  an 
important  bearing  upon  their  usefulness  and  freedom  from 


I 

FIG.  21.— THE  ROBEY  GOVERNOR. 


constant  personal  attention.     By  experience  from  trials  during 
the  few  years  of  the  growth  of  the  new  motor,  much  progress 


GOVERNORS  AND  VALVE  GEAR. 


75 


has  been  made  in  perfecting  the  details  of  this  important  ad- 
junct of  safety  and  uniformity  in  speed  regulation  through  the. 
action  of  a  governor.  There  are  four  principal  methods  in  use 


PIG.  21  A.— THE  ROBEY  GOVERNOR. 

for  controlling  the  speed,  viz. :  (i)  By  graduating  the  supply 
of  the  hydrocarbon  element ;  (2)  by  completely  cutting  off  the 
supply  during  one  or  more  revolutions  of  the  crank;  (3)  by 
holding  the  exhaust  valve  open  or  closed  during  one  or  more 
strokes ;  (4)  in  electric  ignition  by  arresting  the  operation  of 
the  sparking  device. 

To  vary  the  quantity  of  the  hydrocarbon  by  the  action  of 


76 


GAS,    GASOLINE,    AND     OIL    ENGINES. 


the  governor  is  claimed  to  be  the  most  economical  as  well  as 
the  most  satisfactory  method  in  use,  if  the  variation  in  the 
work  of  the  engine  does  not  carry  the  charge  beyond  the  limit 
of  combustion;  otherwise  the  second  method  seems  to  give 
the  best  results. 

In  Figs.  21  and  21  A  are  two  elevations  of  the  centrifugal  ball 


FIG.  22.— THE  PICK-BLADE  GOVERNOR. 

governor,  as  used  on  the  Robey  and  other  engines  in  Europe 
and  adopted  with  many  variations  on  a  number  of  American  en- 
gines. In  this  type  the  bell-crank  arm  of  the  governor,  by  its 
centrifugal  action,  raises  or  depresses  a  yoke  and  sleeve  which 
operates  a  bell-crank  lever  with  a  forked  end  astride  a  rotating 
disc  which  rides  on  the  cam  of  the  secondary  shaft.  The  disc 
has  a  lateral  motion  on  the  end  of  the  valve  lever,  so  that  the 


GOVERNORS  AND  VALVE  GEAR. 


77 


action  of  the  governor  rides  the  disc  on  to  or  off  the  cam,  and 
thus  makes  a  hit-or-miss  stroke  of  the  valve. 

The  centrifugal  governor  (Fig.  2  2)  is  another  application  of 
the  hit-and-miss  principle,  by  the  use  of  a  pick-blade  operated 


FIG.  23.— INERTIA  GOVERNOR,  PLAN. 


from  the  governor  by  a  balanced  bell  crank  and  connecting  rod. 
The  cut  fully  explains  the  detail  of  its  construction  and  opera- 
tion, by  which  an  abnormal  speed  of  the  governor  pulls  the 


FIG.  24.— INERTIA    GOVERNOR,  ELEVATION. 

pick  blade  away  from  the  gas-valve  spindle.  In  some  forms 
graduated  notches  are  made  on  the  pick-blade  or  spindle-blade, 
so  that  in  action  the  governor  gives  a  varying  charge  within 


78  GAS,    GASOLINE,    AND    OIL    ENGINES. 

certain  limits  and  a  mischarge  when  the  speed  is  beyond  the 
limitation. 

The  inertia  governor  used  on  the  Crossley  engine  in  Eng- 


PlG.  25.— THE  VIBRATING  GOVERNOR,  ELEVATION. 

land,  and  with  many  modifications  in  use  on  American  engines, 
is  illustrated  with  plan  and  elevation  in  Figs.  23  and  24,  in 
which  A  is  the  cam  .shaft,  B  cam,  C  roller,  D  lever,  H  lever 


FIG.  26.— THE  VIBRATING  GOVERNOR,  PLAN. 

pin,  L  spring  to  hold  the  roller  C  to  the  cam,  J  the  governor 
weight,  K  the  adjusting  spring,  G  the  pick-blade,  and  F  the 
valve  stem. 

In  the  action  of  this  governor  the  initial  line  of  motion  of 


GOVERNORS  AND  VALVE  GEAR. 


79 


the  ball  J,  in  regard  to  its  centre  of  motion  H,  is  shown  by  the 
dotted  curved  line.  By  the  sudden  movement  of  its  pivoted 
centre  L,  the  ball  is  retarded  in  its  motion  by  the  regulating 
spring  K,  which  tends  to  throw  the  pick-blade  G  off  the  shoul- 
der of  the  valve  F. 

It  will  be  readily  seen  that  the  inertia  of  the  vibrating  ball 


FlG.  27.— END  VIEW,  ELEVATION. 

will  vary  as  the  speed  of  vibration,  so  that  by  carefully  adjust- 
ing by  the  spring  K,  the  action  of  the  ball  will  vary  the  disen- 
gagement of  the  pick-blade  to  correspond  with  the  over-speed 
of  the  engine,  and  make  an  entire  miss  at  the  limit  of  its  varia- 
tion. The  air  valve  may  also  be  operated  by  the  spud  E. 

Another  form  of  governor,  involving  the  same  principles  of 


FIG.  28.— THE  PENDULUM  GOVERNOR. 


inertia  as  the  last  one,  is  used  on  the  Stockport  engine  in  Eng- 
land, and  is  illustrated  in  Figs.  25,  26,  and  27.  It  consists  of 
a  weight  A,  balanced  on  the  vibrating  arm  B.  A  groove 
around  the  weight  /  operates  a  bell  crank,  to  which  the  pick- 


8O  GAS,    GASOLINE,    AND    OIL    ENGINES. 

blade  is  attached.  The  balance  spring  is  adjustable  for  regu- 
lating the  position  of  the  pick-blade  and  its  contact  with  the 
valve  spindle.  By  the  variation  in  overcoming  the  inertia  of 
the  weight  by  the  spring  with  different  vibrating  speeds  in  the 
lever,  the  disengagement  of  the  pick-blade  with  the  spindle- 
blade  is  varied  or  a  mis-stroke  made. 

The  pendulum  governor  (Fig.  28)  is  also  an  inertia  gover- 
nor in  the  principle  on  which  it  operates.  It  is  attached  to  the 
exhaust-valve  push-rod,  and  vibrates  horizontally  with  the  rod. 
The  weight  or  ball  has  an  extension  or  neck,  with  a  pivoted 
eye,  a  yoke,  and  a  vertical  lug.  The  eye  is  pivoted  in  the  box, 
and  the  yoke  embraces  the  push-blade  stem,  which  is  also  piv- 
oted horizontally  with  the  eye  in  the  box  or  frame.  The  lug 
bears  on  an  adjusting  spring,  which  is  set  up  by  a  screw  so  as 
to  limit  the  swing  of  the  ball  to  the  normal  speed  of  the  engine, 
so  that  when  the  speed  rises  above  the  normal  the  inertia  of 
the  ball  holds  it  back  in  its  vibration  and  lifts  the  push-blade 
out  of  contact  with  the  valve-stem. 

In  some  engines  the  position  of  the  ball  is  reversed,  and  it 
stands  above  the  valve  push-rod  on  a  finger  and  is  made  adjusta- 
ble in  its  length  of  oscillation  by  its  distance  from  the  fulcrum. 

Several  modifications  of  the  governors  here  described  are  in 
use,  devised  on  the  principles  of  inertia  as  illustrated  in  Figs. 
24.  25,  and  28. 

Apart  from  the  ordinary  methods  of  operating  the  valves  of 
explosive  motors  by  reducing  spur  gear  and  the  reducing  screw 
gear  for  driving  a  cam  shaft  for  four-cycle  engines,  we  illustrate 
in  Fig.  28 A  and  Fig.  2  SB  two  very  simple  methods  of  operating 
the  charging  or  exhaust- valve  by  the  direct  action  of  a  push-rod 
from  an  eccentric  on  the  main  shaft. 

In  Fig.  28 A  the  vertical  section  shows  the  form  of  the  cam 
on  the  central  thread  of  a  two-thread  worm  on  the  main  shaft 
with  the  push-rod  and  valve.  The  horizontal  diagram  shows 
the  worm  and  intermittent  ratchet  wheel  pivoted  in  the  fork  of 
the  push-rod.  At  every  other  revolution  of  the  shaft  the  cam 


GOVERNORS  AND  VALVE  GEAR. 


8l 


section  of  the  worm  falls  into  a  shallow  notch  of  the  ratchet  and 
thus  gives  a  push  stroke  of  the  valve  at  every  other  revolution 
of  the  shaft. 


FlG.    28A. — THE   WORM  CAM   PUSH-ROD, 


Fig.  2 SB  illustrates  another  form  of  ratchet  push-rod.  In 
this  device  the  ratchet  is  mounted  on  a  friction  pin  which  may 
be  adjusted  by  a  thumb-nut  and  soft  washer  so  as  not  to  turn 


FlG.    28B.— THE  RATCHET  PUSH-ROD. 


backward,  yet  may  easily  be  rotated  forward  by  the  motion  of 
the  cam -moved  push-rod.  The  upper  figure  shows  the  tooth  of 
the  push-rod  on  the  shallow  notch  and  missing  contact  with  the 


82  GAS,    GASOLINE,    AND    OIL    ENGINES. 

valve  spindle ;  at  the  next  revolution  of  the  shaft  the  tooth  catches, 
the  deep  notch  and  makes  contact  with  the  valve  spindle.  The 
throw  of  the  eccentric  should  be  slightly  greater  than  the  dis- 
tance between  two  consecutive  teeth  in  the  ratchet. 

A  governor  of  the  inertia  or  ball  type  can  be  attached  to  the 
push -rod  with  a  step  contact  on  the  valve  spindle,  making  a  very 
simple  valve  movement  and  regulation. 


CHAPTER    XII. 
IGNITERS  AND  EXPLODERS. 

THE  devices  for  firing  the  charge  in  gas,  gasoline,  and  oil 
engines  may  be  divided  into  four  types,  with  as  many  varia- 


FlG.  29.— THE  BUNSEN 
BURNER. 


FIG.  30.— THE  OTTO  IGNITION  SLIDE-VALVE. 


tions  in  the  form  of  each  type  as  may  suit  the  requirements  of 
construction  or  the  fancy  of  designers. 

The  simplest  arrangement  is  probably  the  direct-flame  con- 
tact of  a  gas-burner  in  contact  with  the  walls  of  the  cylinder, 
with  a  hole  through  the  cylinder  wall  that  is  uncovered  at  the 
proper  moment  for  ignition  by  the  movement  of  the  piston,  as 
in  the  earlier  two-cycle  non-compression  engines  —  the  in- 


84 


GAS,    GASOLINE,    AND    OIL    ENGINES. 


I    °  .<>    I 


C  G  m  p  v  €?  s  S  *>  o  }1^ 

I       J] 

•4    — -*"/V^     C^J 


I  o  o  1 


PIG.  31,— OPERATION  OF  THE  OTTO  IGNITION  SLIDE-VALVE. 


I 

IGNITERS   AND    EXPLODERS.  85 

draught  of  the  flame  and  explosion  taking-  place  at  the  point  in 
the  stroke  at  which  the  charge  of  gas  and  air  mixture  is  com- 
pleted. This  igniter  may  be  in  the  form  of  a  partially  aerated 
gas  or  vapor  mixture,  flowing  through  a  tube  constructed  like- 
a  Bunsen  burner,  as  shown  in  Fig.  29,  the  burner  being  set 
with  its  mouth  just  below  the  igniting  port  in  the  cylinder,  with 
an  outside  guard  tube  to  keep  the  flame  steady;  or  a  large 
flame  may  be  used  in  contact  with  the  port,  as  shown  in  the 
illustration  of  the  economic  gas  engine,  further  on. 

This  form  of  igniter  is  also  iised  on  compression  engines  of 
the  four-cycle  type,  with  slide-valves  enclosing  ignition  cham- 
bers, notably  on  European  and  American  engines  of  the  Otto 
slide-valve  type. 

Fig.  30  shows  a  section  of  a  cylinder  head  with  position  of 
flame,  guard  chimney,  and  slide-valve  at  the  moment  of  ig- 
nition. 

Fig.  3 1  is  a  sectional  view  of  the  ports  in  the  slide-valve  and 
cylinder  head  of  an  Otto  slide-valve  engine,  showing  the  posi- 
tion of  the  ports  at  different  points  in  the  stroke.  No.  i,  cyl- 
inder charging  with  air  and  gas,  in  which  a  is  the  air  port,  g 
the  gas  port,  b  the  back  port  in  the  slide  s,  and  b'  the  ignition 
port.  No.  2,  position  of  the  slide  during  the  return  or  com- 
pression stroke.  No.  3,  movement  of  the  ignition  port  from 
the  flame  to  the  cylinder  port.  No.  4,  reversal  of  the  slide 
movement  during  the  pressure  stroke. 

Fig.  32  illustrates  the  piston  igniter  as  used  on  some  of  the 
Nash  engines,  where  e  is  the  gas  jet,  d  opening  through  the 
valve  shell,  g  the  passage  into  the  ignition  chamber. 

This  igniter  is  based  upon  a  new  principle.  The  igniting 
jet  of  combustible  mixture  is  caused  to  rotate  in  the  circular 
chamber  r  in  the  piston,  into  which  it  enters  through  a  passage 
tangentially  placed.  This  forms  a  vortex  of  flame,  which  is 
positive  in  its  action  and  simple.  The  piston  valve  is  made  of 
steel,  and  is  hardened  and  ground  to  size.  It  moves  in  a 
reamed  hole  in  the  case,  being  so  loosely  fitted  as  to  drop  of  its 


86 


GAS,    GASOLINE,    AND    OIL    ENGINES. 


own  weight,  and  yet  making-  a  gas-tight  joint.     Since  the  valve 
is  perfectly  balanced  as  to  gas  pressure,  it  moves  without  fric- 


1 

\ 

'/ 

'/ 

PlG.   33.— THE  TUBE  IGNITER. 


IGNITERS   AND    EXPLODERS. 


tion,  and  therefore  requires  a  very  small  quantity  of  oil — just 
sufficient  to  prevent  it  becoming  dry.  The  valve  is  made  long, 
and  the  lower  part  has  a  bearing  in  that  part  of  the  case  kept 
cool  by  a  water-jacket.  As  oil  is  cnly  applied  to  the  lower  end. 


FIG.  34.— SLIDE  IGNITER. 

very  little  can  work  up  to  the  hot  end  where  the  igniter  is 
heated ;  hence  the  formation  of  gummy  oil  is  prevented,  and 
the  valve  seldom  needs  cleaning.  In  actual  use  it  has  been 
found  that  the  case  and  upper  end  of  the  valve  never  come  into 
metallic  contact,  as,  on  account  of  the  looseness  of  fit  at  that 
point,  a  scale  of  hard  carbon  is  formed  over  the  surface  of  each, 
which  protects  them  from  abrasion.  The  valve  is  positively 
operated  by  an  eccentric  on  the  shaft. 


88 


GAS,    GASOLINE,    AND    OIL    ENGINES. 


The  tube  igniter,  as  shown  in  Fig.  33,  has  taken  a  wide 
range  of  usefulness  and  is  well  adapted  to  compression  engines. 
As  originally  made,  there  is  a  deviation  in  the  time  of  ignition 
from  the  uncertain  condition  of  the  explosive  mixture  and  va- 


FlG.  35.— TUBE  IGNITER. 

liable  heat  of  the  tube.  The  adjustment  of  the  length  of  the 
tube  and  position  of  the  heating  flame,  so  that  ignition  will 
take  place  at  the  maximum  compression  or  end  of  the  com- 
pression stroke,  is  a  somewhat  delicate  matter,  but  has  been 
found  by  experiment  for  the  different  designs  of  gas  engines. 

The  degree  of  compression  to  just  carry  the  fresh  gas  and 
air  mixture  to  meet  the  firing  temperature  of  the  tube  by  push- 
ing the  products  of  the  previous  combustion  before  it,  together 


IGNITERS   AND    EXPLODERS. 


89 


with  the  adjustment  of  the  Bunsen  jet  to  a  proper  position  in 
regard  to  the  length  of  the  tube,  is  a  puzzling  problem  that 
has  to  be  worked  out  experimentally  for  each  style  of  engine. 
In  Fig.  34  is  shown  the  form  of  slide  igniters  as  used  on 


PlO.  36.— FRONT  VIEW. 

European  engines  using  both  tube  and  slide.  This  form  acts 
as  a  time  igniter,  which  regulates  the  time  of  ignition  by 
the  movement  of  the  slide-valve  or  inlet  piston,  which  opens 
communication  with  the  hot  tube  through  the  inner  tube  by 
compression — the  small  vent  tube  and  cock  allowing  of  a  free 
blowout  of  the  igniting  tube  when  accumulation  of  soot  takes 
place. 


9O  GAS,    GASOLINE,    AND     OIL    ENGINES. 

In  this  plan  the  ignition  tuoe  is  short,  and  may  be  made  of 
platinum  or  porcelain. 

The  hot-tube  igniter  (Figs.  35  and  36)  shows  two  views  of 
an  ignition  tube  used  on  the  Robey  engines,  which  is  adjust- 
able for  the  position  of  the  igniting  surface  of  the  tube  as  well 
as  for  the  position  of  the  Bunsen  burner,  A  being  the  combus- 
tion chamber,  B  the  igniter  passage,  C  the  Bunsen  burner  piv- 
oted to  the  chimney  frame  at  D,  which  allows  the  burner  to  be 
tilted  slightly  to  regulate  the  distribution  of  the  flame  around 
the  tube. 

The  set-screw  in  the  chimney  socket  allows  of  a  ready  ad- 
justment of  the  position  of  the  chimney  and  burner  for  the 
time  of  ignition. 

ELECTRIC  IGNITION. 

Electric  ignition  involves  three  principles  of  action,  viz. : 
the  secondary-current  spark  derived  from  a  battery  and  induc- 
tion coil,  with  the  spark  transmitted  between  two  platinum 
electrodes  by  a  contact-breaker,  operated  by  the  valve  shaft  on 
the  outside  of  the  cylinder.  The  battery  may  be  primary  or 
storage,  with  the  circuit-breaker  connected  between  the  bat- 
ter)7" and  induction  coil,  as  in  Fig.  37,  which  represents  the  elec- 
tric igniter  used  on  the  Priestman  engine.  The  only  difficulty 
with  the  perfect  action  of  this  form  of  igniter  is  the  necessity 
of  cleaning  the  insulation  surface  of  the  plug  carrying  the  elec- 
trodes. The  insulators  are  two  porcelain  tubes,  set  in  a  brass 
or  iron  screw-plug  and  projecting  on  the  end  toward  the  piston, 
in  order  to  carry  the  spark  nearest  to  the  fresh  inlet  mixture  of 
air  and  vapor,  as  well  also  to  increase  the  insulating  surface 
and  allow  of  easy  cleaning  by  unscrewing  the  plug  and  wiping 
the  porcelain  surfaces,  which  become  occasionally  fouled  with 
a  carbon  deposit  which  short-circuits  the  current  and  prevents 
a  spark. 

In  some  electric  igniters  using  stationary  electrodes,  the  in- 


IGNITERS   AND    EXPLODERS. 


duction  or  Ruhmkorff  coil  is  used,  which  produces  a  more  vol- 
uminous spark  and  which  is  claimed  to  be  more  reliable  in  its 


FlG.  37.— ELECTRIC  IGNITER. 


6 


CATTERY 


FlG.  38.— RECIPROCATING  ROD  SPARK-BREAK. 

action  and  less  liable  to  short-circuit  by  slight  fouling  of  the 
insulator. 


92  GAS,    GASOLINE,    AND    OIL    ENGINES. 

Several  forms  of  internal  circuit-breakers  have  been  de- 
vised, in  which  Fig1.  38  represents  a  reciprocating  rod  which 
may  be  operated  by  a  connecting  rod  with  a  cam.  The  insula- 
tion is  made  within  a  sliding  tube,  which  allows  of  considerable 
motion  in  order  to  allow  the  contact  piece  to  slip  off  suddenly 
from  the  stud  which  is  fixed  in  the  cylinder  head. 

In  Fig.  39  is  represented  a  similar  device,  in  which  the  in- 
sulated  rod  rotates  by  an  outside  gear  driven  from  the  valve 


FIG.  39.— ROTATING   SPARK-BRAKE. 

shaft.  The  rotating  spindle  carries  the  insulated  rod  and 
break-piece  eccentrically,  so  that  its  contact  and  break  can  be 
accurately  regulated  by  rotating  the  position  of  the  teeth  of 
the  gears. 

The  sparking  coil  used  with  this  form  of  igniter  is  shown 
in  Fig.  40.  It  consists  of  a  bundle  of  iron  wire,  insulated  and 
wrapped  with  insulated  copper  wire.  It  is  a  simpler  device 
than  the  double  or  Ruhmkorff  coil,  but  will  not  project  a  strong 
spark  or  at  a  great  distance  between  the  electrodes,  as  may  be 
obtained  from  a  Ruhmkorff  coil — the  breaking  device  being 
necessary  in  either  case. 

In  Fig.  41  is  represented  the  Pennington  double  igniter,  in 
which  the  breaker  is  a  loop  piece  attached  to  the  end  of  the 
piston.  The  contact  finger  swings  on  a  joint  with  a  spring 
that  keeps  it  in  a  straight  line  with  the  insulated  rod.  As  the 


IGNITERS   AND    EXPLODERS. 


93 


piston  nears  the  end  of  its  stroke,  the  loop  pushes  the  finger 
over  and  breaks  the  contact  at  the  end  of  the  stroke ;  and  as  the 
piston  recedes,  the  finger,  having  sprang  back  in  line  with  the 
insulated  rod,  is  caught  by  the  loop,  and  a  second  break  spark 


FlG.  40.— SPARKING  COIL. 


PlG.  41.— THE  DOUBLE  SPARK  DEVICE. 


takes  place.  The  time  of  sparking  can  be  varied  by  the  length 
of  the  finger  and  by  adjusting  the  position  of  the  insulated 
plunger. 

Ignition  by  direct  current  from  a  small  dynamo  with  a  cur- 
rent-breaker operated  by  the  cam  shaft  is  in  favor  with  many 
gas-engine  builders. 


94 


GAS,    GASOLINE,    AND    OIL    ENGINES. 


A  current-breaker  used  on  the  Priestman  engine  is  shown 
in  Fig.  42,  where  an  arm  kept  in  position  by  a  spring  or 
weighted  lever  is  made  to  touch  a  spud  revolving  on  the  sec- 


PIG.  42.— THE  CURRENT-BREAKER. 


ondary  shaft.     A  movable  sleeve  on  the  shaft  is  set  back  or  for- 
ward for  time  adjustment  of  the  contact  break. 


FIG.  43.— ROCKING  SHAFT  SPARKER. 


Fig.  43  represents  the  sparking  device  used  by  the  Union 
Gas  Engine  Company  of  San  Francisco,  and  consists  of  a  rock- 
ing shaft  carrying  a  flattened  pin,  K,  on  the  end  inside  of  the 


IGNITERS   AND    EXPLODERS. 


95 


firing  chamber,  which  by  its  rocking-  motion  is  brought  in  con- 
tact with  an  insulated  spring,  S.  The  spring-contact  piece, 
bearing  against  and  rubbing  the  rocking  pin,  secures  perfect 
freedom  of  current  circuit  while  in  contact. 


PlG.  44.— THE  OPERATING  DEVICE. 


The  operating  device  is  shown  in  Fig.  44,  where  the  push 
rod  R,  connecting  with  an  arm  moved  by  a  cam  on  the  second- 


FlG.  45.— THE  PERMANENT  FIELD  GENERATOR. 

ary  shaft,  is  adjusted  to  make  the  break  contact  at  the  required 
moment ;  while  the  contact  spring  at  M  relieves  the  battery 
circuit  during  the  time  of  three  cycles. 

Ignition  from  the  current  of  a  small  dynamo  attached  to  the 
engine  and  driven  at  the  proper  speed  from  the  engine  shaft  is 


96 


GAS,    GASOLINE,    AND    OIL    ENGINES. 


in  successful  use  and  does  away  with  the  care  of  a  battery. 
This  requires  no  induction  coil,  the  spark  being-  made  directly 
through  the  break  device  and  electrodes. 

Fig.  45  represents  a  generator  used  on  the  Sumner  gas  and 
gasoline  engines.  The  spark  is  produced  by  a  plunger  contact 
with  the  commutator  operated  from  a  cam  on  the  secondary 
shaft. 

IGNITING  TIMING  VALVES. 

The  value  of  an  exact  time  of  ignition  for  producing  uni- 
formity of  speed  in  explosive  engines  is  attested  by  the  ex- 


PIG.  46.— TIMING  VALVE. 


haustive  experiments  of  years  with  the  many  devices  made  for 
the  ordinary  tube  igniters,  and  the  final  recourse  to  electric 


IGNITERS   AND    EXPLODERS. 


97 


ignition.  A  satisfactory  result  has  been  obtained  in  several 
designs  for  operating  a  valve  at  the  mouth  of  the  ignition  tube 
that  admits  the  compressed  charge  to  the  ignition  tube  at  an 
exact  point  in  the  piston  stroke. 

In  Fig.  46  is  illustrated  a  timing  valve  used  on  the  Robey 


PIG.  47.— TIMING  VALVE  AND  STARTER. 

engine,  in  which  A  is  the  combustion  chamber ;  B  the  passage 
leading  to  the  hot  tube,  a  double-seated  valve  and  spindle  held 
to  its  front  seat  by  the  spring  D ;  E  a  lever  operated  from  the 
cam  shaft;  F  adjusting  spool  with  set  nuts.  In  action  the 
valve  is  opened  at  or  about  the  end  of  the  compression  stroke 
and  kept  open  during  the  exhaust  stroke,  thus  clearing  the  ig- 
nition tube  uniformly  and  insuring  exact  time  of  ignition. 

In  Fig.  47  is  illustrated  a  combined  timing- valve  igniter 
and  starter,  as  used  on  the  Stockport  engines.  In  this  ar- 
rangement a  double  tube  is  used,  with  an  annular  space  be- 
tween the  inner  tube  and  the  hot  tube,  through  which  the 
products  of  combustion  may  be  blown  out,  followed  by  the 


98  GAS,    GASOLINE,    AND    OIL    ENGINES. 

explosive  mixture,  into  the  hot  tube,  by  compressing  the  timing 
valve  and  the  starting  valve  at  the  same  moment.  Referring 
to  the  cut,  F  is  the  timing  valve,  operated  by  the  lever  D;  A 
the  starting- valve,  with  its  waste  outlet  at  V ;  H  is  a  mantle  to 
draw  the  flame  closer  to  the  igniting  tube. 

There  are  many  variations  in  form  and  attachments  for 
timing  valves  in  use  in  Europe  and  the  United  States.  They 
are  fast  coming  into  favor  for  hot-tube  igniters  for  the  larger 
gas  and  gasoline  engines. 

HOT    TUBE    IGNITERS. 

Much  of  the  difficulty  in  maintaining  a  constant  and  uniform 
explosive  effect  from  the  hot  tubes  used  in  the  early  or  experi- 
mental period  of  the  explosive  motor  was  due  to  the  inability 
to  know  or  see  what  was  the  exact  condition  of  the  progress  of 
combustion  which  was  taking  place  within  the  tube  and  passage 
to  the  combustion  chamber  of  the  cylinder. 

The  want  of  a  durable  and  inexpensive  material  for  the 
ignition  tubes  was  an  unsatisfactory  experience  in  the  early  days 
of  the  explosive  motor.  The  use  of  iron,  with  its  uncertain  and 
perishable  nature,  under  the  intermittent  high  pressure  and  at 
the  continual  high  temperature  of  the  Bunsen  burner,  oxidized 
the  tubes  on  the  outside,  making  them  thin,  so  as  to  burst  in  a 
month,  a  week,  or  a  day;  but  only  occasionally  a  tube  would  last 
a  month,  although  by  the  use  of  extra  strong  iron  pipe  their  life 
has  somewhat  lengthened.  One  of  the  principal  causes  for  the 
short  life  of  the  iron  tube  may  be  found  in  the  management  of 
the  Bunsen  burner.  A  tube  of  iron  or  any  other  metal  should 
not  be  used  at  a  white  heat  even  at  any  one  spot.  A  uniform 
band  at  a  full  red  heat  all  around  the  central  or  other  part  of  the 
tube  suitable  for  timing  the  ignition  is  the  most  desirable 
temperature  for  ignition,  and  for  the  lasting  quality  of  the  tube. 
In  the  construction  and  setting  of  the  Bunsen  burners,  the  point 
of  greatest  heat  in  the  flame  is  too  often  made  to  impinge 
directly  against  the  tube,  heating  it  to  a  white  heat  at  one  spot. 


IGNITERS    AND    EXPLODERS.  99 

This  causes  a  change  in  its  molecular  condition,  weakening  it 
by  crystallization  and  oxidation,  when,  in  a  short  time,  the  con- 
stantly repeated  hammering  of  the  explosions  bursts  the  weak- 
ened metal. 

The  use  of  porcelain  tubes  are  free  from  the  oxidizing 
properties  of  metals,  but  require  considerable  care  in  fastening 
them  in  place.  When  once  properly  set  their  wear  is  imper- 
ceptible, and  if  not  broken  by  accident,  they  seem  to  stand  the 
pressure  well  and  have  a  life  of  a  year  or  more  at  the  trifling 
cost  of  from  20  to  30  cents  for  the  sizes  ordinarily  used,  and  in 
quantity  at  a  much  lower  price. 

The  usual  lengths  of  porcelain  tubes  as  made  by  the 
R.  Thomas  &  Sons  Co.,  East  Liverpool,  O.,  are  6,  8,  10,  and  12 
inches  in  length.  Their  agent,  Mr.  J.  E.  Way,  39  Cortlandt 
Street,  New  York,  will  furnish  the  porcelain  tubes  in  any  desired 
size,  length,  and  quantity.  Pass  &  Seymour,  Syracuse,  N.  Y. , 
also  manufacture  porcelain  tubes  for  explosive  engines. 

The  best  metallic  tubes  now  on  the  market  are  made  from 
the  nickel  alloy  rods  imported  from  the  Westf iilisches  Nickelwalzer 
in  Swerte,  Germany.  The  rods  are  furnished  in  about  6  foot 
lengths,  of  sizes  |,  £,  T9^,  |,  and  J-j-  inch  diameter.  Herman  Boker 
&  Co.,  10 1  Duane  Street,  New  York,  are  the  United  States 
agents.  They  keep  the  rods  in  stock  at  90  cents  per  pound,  and 
also  furnish  the  finished  tubes  of  sizes  to  order. 

This  metal  is  now  largely  in  use  by  the  leading  gas-engine 
builders  in  the  United  States,  and  its  lasting  quality  has  been 
amply  tested  by  more  than  a  year's  wear  and  in  some  cases  a 
two  years'  wear  for  a  single  tube.  The  only  trouble  or  shorten- 
ing of  the  running  time  of  the  nickel  alloy  tubes  has  been  from 
excessive  heating  and  from  sulphurous  gas,  such  as  the  unpurified 
producer  gas  and  in  a  few  instances  from  sulphurous  natural  gas, 
against  which  the  porcelain  tubes  seem  to  be  proof.  The  drilling  of 
the  nickel  alloy  tubes  requires  considerable  care  in  order  to  keep 
the  drill  centered  in  the  rod,  which  is  best  done  by  revolving  the 
rod  in  a  dead-rest  and  feeding  the  drill  by  the  back  center.  Drills 


IOO 


GAS,    GASOLINE,    AND    OIL    ENGINES. 


should  be  hard  and  kept  sharp.     Use  milk  for  lubricating  the 
drill. 

The  running .  out  of  the  drill  will  make  a  thin  side  to  the 
tube,  which  will  be  liable  to  overheat,  and  by  expansion  and 
contraction,  due  to  unequal  temperature,  will  cause  the  thin 
side  to  bulge  and  finally  rupture. 


FlG.   47A. — PORCELAIN  TUBE  SETTING. 

Platinum  tubes  have  been  used  to  considerable  extent  in 
Germany  and  a  few  in  the  United  States ;  their  cost  will  proba- 
bly send  them  out  of  use  in  view  of  the  lasting  quality  and 
cheapness  of  the  nickel  alloy  and  porcelain  tubes. 

In  Fig.  47  A  is  shown  one  of  several  methods  for  setting  the 
porcelain  tube  in  a  socket  to  be  screwed  into  the  cylinder. 

The  packing  may  be  asbestos  washers,  dry  or  moistened  with 
wet  clay. 


IGNITERS    AND    EXPLODERS.  IOI 

The  application  of  a  new  device  in  hot  tube  ignition  as  used 
on  the  Mietz  &  Weiss  engines,  by  which  a  short  and  plain  porce- 
lain or  lava  tube,  open  at  both  ends  and  set  between  sockets  with 
asbestos  packing,  is  a  marked  progress  in  simplifying  the  care 
and  adjustment  of  tubes  and  time  of  firing. 

A  reinforcement  of  the  combustion  passage  by  an  iron  pipe 
extension  enlarges  the  power  of  the  small  hot  tube  by  prolong- 
ing the  burning  of  the  firing  charge,  and  thus  making  a  short 
tube  available  to  meet  the  requirement  for  timing  adjustment. 
Such  tubes  should  last  indefinitely;  they  are  cheap,  quickly 
changed,  and  easily  cleaned., 


CHAPTER  XIII. 
CYLINDER  LUBRICATION. 

THE  lubrication  of  cylinders  of  explosive  motors  is  a  matter 
of  great  importance,  as  the  intensely  hot  gases  in  immediate 
contact  with  the  lubricating-  oil,  although  the  oil  is  in  contact 
with  a  comparatively  cool  metallic  surface,  has  an  evaporative 


PIG.  48.— THE  MECHANICAL  LUBRICATOR. 

effect,  tending  to  thicken  the  oil  into  a  gummy  lining  on  the 
surface  of  the  cylinder.  To  avoid  this  and  keep  a  perfect  lu- 
brication, an  oil  that  is  adapted  to  this  severe  heat  trial  should 
be  used  and  fed  to  the  cylinder  walls  and  piston  in  constant 
flow,  and  not  too  much  or  too  little,  but  just  enough  so  that 
the  oil  cannot  be  pushed  into  the  combustion  chamber  in  ex- 
cess, so  as  to  be  blown  through  the  exhaust  valve  to  clog  the 
passages  with  oily  soot. 

The  sight  feed  and  capillary  drop-oil  feeders  have  been  per- 
fected to  such  an  extent  in  the  United  States  that  they  are  al- 


CYLINDER    LUBRICATION. 


103 


most  in  universal  use.     Yet  on  some  engines  with  revolving 
valve-cam  shafts,  the  facility  for  obtaining  easily  the  motion 


FlG.  49.— THE  ROBEY  OIL  FEEDER,  SECTION. 

for  a  mechanical  lubricator  has  kept  this  form  in  use  on  many 
engines. 

In  Fig.  48  is  illustrated  a  mechanical  lubricator  used  on  the 


FIG.  50.— THE   ROBEY  OIL  FEEDER,  PLAN. 

Crossley  engines  in  England,  and  with  some  variations  on 
other  European  and  American  engines.  A  small  belt  from  the 
valve-cam  shaft  to  the  pulley  A  gives  the  required  motion  to 


IO4  GAS,    GASOLINE,    AND    OIL    ENGINES. 

the  spindle  and  crank  C  C,  to  which  is  loosely  attached  a  wire 
D,  that  dips  into  the  oil  and  carries  a  minute  portion  to  the 
wiper  E,  from  which  the  oil  drops  into  the  passage  to  the  cyl- 
inder. 

In  Figs.  49  and  50  is  shown  a  section  and  plan  of  a  lubrica- 
tor used  on  the  Robey  engines,  which  is  an  improvement  over 
the  previous  one,  in  that  it  has  a  small  receptacle  above  the 
level  of  the  main  oil  cistern,  which  is  fed  by  a  revolving  shaft 
and  crank  arm  with  drop  wire  reaching  to  the  bottom  of  the 
cistern  and  wiping  the  oil  on  a  fixed  wiper  over  the  receptacle, 
from  which  a  second  crank  arm  and  drop  wire  lifts  the  oil  to 
the  wiper  that  feeds  the  passage  to  the  cylinder.  By  this  ar- 
rangement the  oil  for  the  cylinder  is  drawn  from  a  fixed  level, 
and  the  feed  is  therefore  perfectly  uniform  at  any  level  of  the 
oil  in  the  cistern. 


CHAPTER  XIV. 
ON  THE  MANAGEMENT  OF  EXPLOSIVE  MOTORS. 

THE  drift  of  constructive  practice  in  the  United  States 
seems  generally  to  be  in  the  line  of  simplicity  and  least  num- 
ber of  parts,  in  order  to  conform  to  the  needs  of  the  people 
that  have  the  care  of  such  motive  power.  The  explosive  motor 
now  appeals  to  no  experience  as  an  engineer  for  its  care  and 
running;  yet  it  does  seem  to  require  some  common  sense  as  to 
cleanliness  and  the  propriety  of  things  that  may  assume  a 
menacing  or  dangerous  habit  by  neglect  of  some  of  the  few 
points  of  attention  required  in  persons  having  the  charge  of 
this  rising  prime  mover.  The  ability  to  discover  leakage  of 
gas  or  oil  vapors  or  the  products  of  combustion  in  the  pipe- 
connections,  through  valves,  or  by  a  defective  or  worn  piston ;. 
the  thumping  in  journal  boxes,  looseness  of  pins  and  piston 
thump  is  easily  acquired  when  a  person  assumes  the  care  of  an 
engine.  The  regulation  of  the  explosive  mixtures  are  fully 
explained  in  the  instruction  pamphlets  and  display  sheets  of 
the  builders,  and  from  the  completeness  of  instructions  fur- 
nished there  seems  nothing  to  fear  in  the  first  start  of  an  ex- 
plosive motor  by  any  person  of  ordinary  intelligence. 

Cleanliness  being  of  the  first  order,  due  attention  should  be 
given  to  the  cleaning  of  the  cylinder,  valves,  and  exhaust  pipe 
at  stated  intervals ;  in  some  motors  at  least  once  a  month,  in 
other  motors  several  months  may  elapse  without  internal  clean- 
ing being  necessary,  apparently  without  detriment.  But  we 
apprehend  that  the  quality  of  the  fuel  has  much  to  do  with  the 
fouling  of  the  combustion  chamber  and  exhaust  pipe,  and 
therefore  the  quality  of  the  fuel  should  be  suggestive  of  the 
times  indicated  for  internal  cleaning.  The  outside  surfaces 


IO6  GAS,    GASOLINE,    AND    OIL    ENGINES. 

should  be  wiped  off  before  starting  or  at  the  close  of  work 
every  day,  especially  where  the  location  is  in  a  room  with 
working-people,  as  the  odor  of  the  lubricating  oil  is  not  agree- 
able when  the  oil  is  spread  in  excess  over  an  engine. 

In  workshops  or  rooms  where  dust  prevails  it  is  most  desir- 
able to  enclose  the  motor  in  a  small  room  by  itself,  well  venti- 
lated from  without,  for  motor  cylinders  are  mostly  open  and 
gather  dust  on  their  oily  surfaces,  and  dust  in  the  ingoing  air 
of  combustion  leaves  grit  and  ashes  in  the  cylinder.  The  oil 
for  lubricating  the  cylinder  should  be  of  the  best "  cylinder  oil" 
of  the  trade,  and  is  sold  by  many  dealers  as  "  gas-engine  cyl- 
inder oil. "  It  is  not  so  expensive  as  to  preclude  its  use  for  all 
the  moving  parts  of  an  explosive  motor,  although  a  poorer 
quality  is  in  general  use. 

Automatic  oil  feeders  are  almost  universally  furnished  with 
these  engines,  so  that  there  should  be  very  little  waste  of  oil. 
In  cleaning  the  internal  parts  from  carbon  and  oil  crust,  no 
sharp  scrapers  should  be  used  on  any  rubbing  parts  or  the  bear- 
ings  of  valves.  If  unable  to  remove  the  crust  with  a  cloth  and 
kerosene  oil,  a  hardwood  stick  and  oil  will  generally  remove  the 
incrustation  down  to  the  metal,  while  the  valves,  if  not  cut, 
only  need  rubbing  on  their  seats  with  finely  pulverized  pumice 
or  other  polishing  powder.  Emery  is  not  recommended,  as 
valves  often  get  too  much  grinding  to  their  detriment  by  the 
use  of  this  material. 

In  starting  a  motor  it  should  always  be  turned  over  in  its 
running  direction,  and  when  compression  makes  this  difficult 
the  relief  valve  (most  motors  have  one)  or  the  exhaust  or  air 
valve  may  be  opened  to  clear  the  cylinder,  if  an  overcharge  of 
gas  or  a  failure  has  been  made  at  the  first  turn. 

In  most  cases  turning  the  fly-wheel  two  or  three  revolutionr 
will  clear  and  charge  the  cylinder  under  the  usual  conditions 
for  starting.  With  most  of  the  large  motors  a  starting  device 
is  provided,  which  is  described  in  Fig.  47,  and  in  the  special 
exhibit  of  the  American  explosive  motors  further  on. 


MANAGEMENT    OF    EXPLOSIVE    MOTORS  IO7 

Some  of  the  troubles  to  be  met  are  severe  explosions  after 
several  misfires,  by  which  the  cylinder  may  become  overcharged 
with  the  combustible  mixture.  This  is  often  caused  by  irreg- 
ular work  on  the  engine,  and  the  consequent  scavengering  of 
the  cylinder  of  the  products  of  previous  explosions,  replacing 
with  pure  mixtures  at  the  next  charge.  Again,  by  a  misfire 
from  failure  in  the  igniter  an  explosive  charge  is  intensified  at 
the  next  ignition  or  exploded  in  the  exhaust  pipe.  Other  in- 
terruptions sometimes  occur,  such  as  the  sticking  of  the  exhaust 
valve  open  by  gumming  of  the  spindle  or  a  weak  spring.  From 
this  may  also  arise  some  of  the  back-firings  in  the  muffler  and 
exhaust  pipe.  All  of  these  explosions  taking  place  at  irregular 
times  may  be  attributed,  first,  to  irregular  work;  second,  to  ir- 
regularity in  the  operation  of  the  valve  gear  or  igniter,  and  al- 
though not  pleasant  to  the  ear  may  not  be  considered  danger- 
ous, because  the  motors  and  all  their  parts  subject  to  explosion 
are  made  equal  in  working  strength  to  the  greatest  pressure 
made  by  such  explosions. 

With  the  compression  usual  in  American  motors,  40  to  50 
Ibs.,  the  greatest  force  from  misfire  or  back-fire  explosives 
can  scarcely  reach  300  Ibs.  per  square  inch  in  the  cylinders  • 
and  150  Ibs.  in  the  mufflers,  unless,  by  a  possible  contrac- 
tion of  the  exhaust  pipe  by  carbon  deposit,  a  muffler  pot  may 
have  possibilities  of  rupture.  In  no  case  should  an  exhaust 
pipe  be  turned  into  a  chimney.  With  gas  engines  the  full  power 
is  sometimes  not  realized  from  insufficient  gas  supply.  The 
gas  bag  is  a  good  indicator  of  this  condition,  caused  by  a  too 
small  gas  pipe  or  a  small  meter,  by  which  a  flabby  appearance 
of  the  gas  bag  shows  that  the  motor  is  drawing  more  than  the 
pipe  or  meter  can  supply  with  a  proper  working  pressure. 

The  muffler  pots  have  been  known  to  accumulate  water  in 
cold  weather  by  condensation  of  the  water  vapor  formed  by  the 
union  of  the  hydrogen  and  oxygen  of  the  gas  and  air,  to  such  an 
extent  as  sometimes  to  cause  fear  in  an  attendant  of  a  cracked 
cylinder  and  leakage  of  water  in  from  the  circulation. 


IO8  GAS,    GASOLINE,    AND    OIL    ENGINES. 

The  water  should  be  drawn  off  occasionally  from  the  muffler 
pot  by  a  cock.  Gas  motors  running  with  electric  igniters  some- 
times do  not  start  at  first  trial  from  the  accumulation  of  air  in 
the  gas-pipe.  Testing  by  a  gas-burner  or  a  second  trial  will 
show  where  the  difficulty  lies  and  its  remedy.  And  finally, 
much  caution  should  be  observed  in  examining  the  interior  of 
valve  chambers  and  the  electric  exploders  by  taking  off  caps  or 
plugs  and  using  a  light  near  them  until  assured  that  fuel  inlets 
are  closed  and  the  motor  has  been  turned  over  several  times  to 
clear  it  of  all  explosive  mixture.  The  consequences  of  explosion 
from  peepholes  are  obvious.  Even  when  a  motor  has  been  idle 
for  a  time  it  should  be  opened  with  the  above  caution. 

The  adjustment  of  governors  only  require  care  and  a  careful 
study  of  the  directions  for  operating  the  engines,  as  there  are 
too  many  variations  in  the  designs  and  methods  of  adjustment 
for  definite  instructions  under  this  head.  Much  care  is  required 
in  renewing  the  ignition  tubes,  especially  after  the  spare  tubes 
furnished  with  the  engine  have  been  all  used.  The  same  size 
gas-pipe  and  of  the  same  length  as  the  tubes  furnished  with 
the  engine  should  be  made  and  the  end  welded  up  or  capped, 
so  that  they  may  contain  the  same  volume  as  the  original  tubes. 
This  caution  will  insure  the  uniform  adjustment  of  the  time  of 
ignition  by  change  of  tubes;  otherwise  tinkering  with  the 
position  of  the  Bunsen  burner  will  not  enable  an  attendant  not 
experienced  in  regulating  the  time  of  ignition  to  regulate  it 
with  any  degree  of  certainty.  The  regulation  when  once  lost 
can  be  properly  tested  only  by  an  indicator  card. 

With  a  timing  valve  and  the  amount  of  lead  for  the  return 
fire  from  the  tube  being  known,  the  adjustment  of  the  timing- 
valve  throw  can  be  made  from  the  position  of  the  dead  centre 
of  the  crank  at  the  end  of  the  forward  stroke.  The  timing 
lead  is  the  time  that  is  required  for  the  mixture  to  pass  the  valve 
and  become  compressed  in  the  igniting  tube  and  the  flame  to 
return  to  the  combustion  chamber,  as  measured  on  the  circum- 
ference of  the  timing- valve  cam. 


MANAGEMENT    OF    EXPLOSIVE    MOTORS.  IOQ 

Other  than  iron  tubes  are  used,  such  as  nickel,  aluminum 
bronze,  and  porcelain,  with  satisfactory  results.  The  porcelain 
tubes  are  made  short  and  require  a  special  fitting  to  adapt 
them  to  a  chimney,  or  the  chimney  should  be  of  special  design 
(as  shown  in  Fig.  34),  for  a  cross  impact  of  the  flame  of  the 
Bunsen  burner. 

There  are  many  points  in  the  management  of  explosive 
motors  that  cannot  be  discussed  in  a  general  treatise,  arising 
from  the  varied  details  of  design,  in  which  special  reference  to 
the  methods  of  operating  the  valve  gears  of  igniters  and  gov- 
ernors of  each  individual  design  is  required.  The  special  in- 
structions furnished  by  builders  are  ample  for  the  operation  of 
their  motors,  and  if  carefully  studied  lead  to  success  in  their 
operation  by  any  person  of  ordinary  intelligence  or  tact  in 
handling  moving  machinery. 


Another  year's  experience  with  gas,  gasoline,  and  oil  vapor 
engines  has  brought  out  more  strongly  the  good  qualities  of 
well-made  explosive  motors,  and  placed  them  far  ahead  as  a 
reliable,  cheap  and  easily  managed  motive  power,  even  up  to 
several  hundred  horse-power  in  a  single  installation.  The  appli- 
cation of  power  from  explosive  motors  for  the  generation  of 
electricity  for  lighting  and  the  transmission  of  power  is  no 
longer  a  mooted  point  of  economy,  but  has  become  a  fixed 
principle  in  the  application  of  prime  moving  power.  The  gov- 
erning devices  have  been  improved  and  applied  in  the  line  of 
uniform  motion  from  intermittent  impulse.  An  electric  gas 
governing  device  for  controlling  the  flow  of  gas  to  correspond 
with  the  required  amperage  is  a  new  governing  application  that 
seems  to  break  the  last  objection  to  the  use  of  explosive  motors 
for  generating  the  electric  current  for  lighting  purposes. 

The  hot  tube  ignition  seems  to  hold  its  own  with  increased 
power  and  life  by  the  use  of  the  nickel  alloy  and  porcelain  tubes 


IIO  GAS,    GASOLINE,    AND    OIL    ENGINES. 

as  described  in  the  article  on  Hot  Tubes  ;  for  while  the  elec- 
tric spark  has  its  advantages  in  some  respects,  it  has  likewise 
its  annoyances.  When  the  spark  or  ignition  fails,  much  deten- 
tion may  follow  the  search  for  the  fault.  The  hidden  contact 
points,  fouling  of  sparking  insulation,  battery  faults  and  con- 
nections are  to  be  looked  after;  or  if  a  generator  is  used,  the 
chances  for  faults  in  a  constant  current  generator  are  no  less, 
but  also  become  a  cause  of  watchfulness. 

As  it  is  now  well  known  that  the  full  firing  of  an  explosive 
charge  is  not  instantaneous  from  the  moment  of  ignition  in  the 
hot  tube,  and  that  the  greatest  mean  pressure  on  the  piston 
results  from  perfect  ignition  of  the  whole  charge  at  the  moment 
of  the  passage  of  the  crank  over  the  center,  it  becomes  a. 
matter  of  considerable  importance  that  the  hot  tube  and  Bun- 
sen  burner  shall  be  adjusted  so  as  to  allow  the  compressed 
fresh  charge  to  reach  the  part  of  the  hot  tube  at  which  the  tem- 
perature is  high  enough  to  cause  ignition  of  the  charge  at  a 
moment  just  before  the  crank  reaches  its  center.  The  variable 
mixture  of  the  charge  either  from  misfiring  of  a  previous  charge 
or  from  the  action  of  an  over-sensitive  governor  has  made  this 
adjustment  heretofore  somewhat  difficult,  especially  where 
short-lived  tubes  were  in  use,  for  a  change  of  tube  usually  varies 
the  moment  of  ignition.  Since  the  advent  of  the  nickel  alloy  and 
porcelain  tubes  this  difficulty  has  been  greatly  overcome,  and 
the  ignition  tube  has  been  restored  to  favor  with  many  engine 
builders  who  had  adopted  the  electric  system  for  its  positive 
timing.  The  marine  engine,  however,  will  probably  hold  to 
electric  ignition  from  the  obvious  difficulty  in  managing  a  gaso- 
line burner  for  such  service. 

Many  minor  improvements  of  the  past  year  have  conduced 
to  a  general  economy  in  running  expense  and  to  ease  of  man- 
agement, among  which  may  be  noted  a  new  device  on  the 
White  &  Middleton  engines,  by  the  turning  of  which  the  time  of 
sparking  is  retarded  at  starting,  and  the  engine  prevented  from  the 


MANAGEMENT    OF    EXPLOSIVE    MOTORS.  Ill 

possibility  of  starting  backwards  by  explosion  before  the  crank 
reaches  the  center. 

In  this  device  the  sparking  push-blade  has  a  double  trip 
swiveled  on  the  push-rod,  the  turning  over  of  which  changes 
the  time  of  ignition. 

The  use  of  a  generator  armature  revolving  within  the  sphere 
of  a  permanent  magnet,  and  operated  from  a  gear  on  the  main 
shaft  of  the  motor  to  a  pinion  on  the  armature,  is  in  use  on  the 
Sumner  engine,  now  made  by  the  F.  M.  Watkins  Co.,  Cincin- 
nati, Ohio.  It  is  growing  in  favor,  and  appears  from  inspection  to 
be  a  reliable  and  satisfactory  device.  In  trials  of  gasoline 
engines  with  gas  engines  of  the  same  size  and  construction,  it 
has  been  found  that  the  indicated  horse-power  from  gasoline  is 
from  12  to  20  per  cent,  higher  than  from  illuminating  gas,  when 
running  at  full  power.  This  does  not  correspond  with  the 
assigned  number  of  heat  units  per  cubic  foot  of  gasoline  vapor 
and  illuminating  gas ;  for  gasoline  vapor  has  been  credited  with 
almost  the  same  value  in  heat  units  with  1 6  candle-power  illu- 
minating gas.  The  excessive  power  of  gasoline  vapor  is  proba- 
bly due  to  modern  methods  in  the  manufacture  of  illuminating 
gas,  by  which  a  large  percentage  of  non- combustible  element  is 
produced  in  the  form  of  carbon  dioxide  and  nitrogen. 

These  elements  of  non- combustion  exist  to  a  very  large  extent 
in  the  Dowson  and  water  gas,  which  is  well  known  to  require  a 
much  larger  engine  for  equal  power  with  a  high  illuminating 
gas  or  gasoline  engine.  There  is  a  tendency  toward  increase  of 
compression  to  near  its  greatest  theoretical  economy,  and  en- 
gines are  now  in  use  with  compression  of  80  or  more  pounds 
per  square  inch,  and  with  a  clearance  of  30  per  cent,  of  the 
space  swept  by  the  piston,  with  claims  of  from  14  to  12  cubic 
feet  of  gas  per  indicated  horse-power  per  hour. 


CHAPTER  XV. 
THE  MEASUREMENT    OP  POWER. 

THE  methods  of  measuring  power  are  of  but  two  general 
forms  or  principles,  although  the  individual  machines  or  instru- 
ments for  accomplishing  the  measurement  are  of  many  kinds 
and  of  a  variety  of  construction. 

The  one  form  is  especially  adapted  for  the  measurement  of 
the  available  power  of  prime  movers  under  the  various  condi- 
tions of  the  application  of  their  elementary  constituents,  by  the 
absorption  of  their  whole  output  of  power  at  the  point  of  de- 
livery and  there  record  the  value  of  its  force  and  velocity.  Its 
representative  is  the  brake  dynamometer,  or  Prony's  brake,  in 
the  various  details  of  construction  that  it  has  assumed  as  de- 
signed and  applied  to  meet  the  views  or  fancies  of  mechanical 
engineers. 

The  second  form  is  a  marked  departure  from  the  structural 
form  of  the  first,  and  with  the  principle  in  view  of  placing  as 
little  obstruction  as  possible  to  the  transmission  of  power  from 
the  prime  mover  to  the  receiver  of  power,  to  measure  the  actual 
net  or  differential  tension  of  a  belt  or  gear,  and  with  its  veloc- 
ity indicate  the  exact  amount  of  power  delivered  to  a  line  of 
shafting  or  a  machine.  These  are  called  transmitting  dynamom- 
eters in  distinction  from  the  absorption  dynamometers  of  the 
Prony  type.  They  are  of  two  kinds,  one  with  a  dial  and  index 
pointer,  by  which  the  hand  on  the  dial  must  be  constantly 
watched  and  recorded  for  a  length  of  time  and  a  mean  pressure 
obtained  from  the  varying  record.  The  other  carries  a  self- 
marking  register  moved  by  clockwork,  by  which  the  actual 
pressure  is  a  constant  record  for  any  desired  time,  or  a  full 
day's  work,  the  only  personal  observation  required  being  the 


THE    MEASUREMENT    OF    POWER.  113 

speed  of  the  pulley  or  belt  or  its  average  throughout  the  time  or 
day. 

In  Fig.  51  we  illustrate  the  first  form,  a  simple  absorption 


dynamometer  or  Prony's  brake,  named  after  its  inventor,  in 
which  A  is  the  radius  of  the  pulley  drum  or  shaft  to  which  re- 
sistance may  be  applied ;  B  the  length  of  the  lever  from  the 


114  GAS>    GASOLINE,    AND    OIL    ENGINES. 

centre  of  the  shaft  to  the  point  of  attachment  of  the  spring  scale 
or  other  means  of  measuring'  the  tension  of  the  lever ;  C  a 
spring  scale,  which  is  preferable  for  light  work  within  its  range ; 
and  N  N  lever  nuts  for  quick  control  of  the  pressure. 

In  Fig,  5  2  is  presented  a  simple  and  inexpensive  arrange- 
men  of  a  power-absorbing  brake  for  a  large  driving-pulley  or 
finished  fly-wheel,  in  which  a  belt  is  lined  with  blocks  of  wood 
spaced  and  fastened  to  the  belt  with  screws  or  nails,  a  few  of 
the  blocks  projecting  over  the  edge  with  shoulders  to  prevent 
the  belt  from  running  off  the  pulley. 

Spring  scales  may  be  purchased  of  the  straight  and  dial 
pattern  up  to  one  or  "two  hundred  pounds  capacity  at  reason- 
able figures,  and  are  a  source  of  satisfaction  in  showing  the 
amount  of  vibration  due  to  irregular  pulsations  of  the  motive 
element  and  crank  motion.  Where  the  measurement  of  power 
beyond  the  range  of  a  spring  balance  is  required,  the  use  of  a 
platform  scale  or  any  other  weighing  device  may  be  made 
available.  With  a  platform  scale  the  light  wooden  strut,  E, 
Fig.  52,  maybe  adjusted  to  any  length  and  vertically  reaching 
from  the  platform  to  the  horizon  line,  B,  from  the  centre  of  the 
shaft ;  lanyards  or  any  convenient  means  being  used  to  keep 
the  end  of  the  lever  from  swaying. 

Water  from  a  squirt  can  is  the  best  lubricant  for  this  class  of 
dynamometers,  as  it  can  be  easily  thrown  upon  the  face  of  the 
pulley  at  the  interstices  of  the  blocks  and  lagging,  and  by  its 
quick  evaporation  carries  off  the  heat  generated  by  friction. 
Soapy  water  has  been  used  to  good  effect  in  preventing  irreg- 
ular pressure  or  stickiness  of  the  friction  surfaces. 

It  matters  not  in  what  direction  the  brake  lever  is  placed 
to  suit  the  convenience  of  observation,  so  long  as  the  pull  of 
the  scale  is  made  at  right  angles  to  the  radial  line  from  the 
shaft  center.  Its  weight,  as  indicated  on  the  scale,  with  the 
friction  blocks  or  strap  loosened  in  any  position  that  it  may  be 
set,  should  be  noted  and  a  record  made  of  the  amount,  which 
must  be  deducted  from  the  total  observed  weight  of  the  trial. 


THE    MEASUREMENT    OF    POWER. 


"5 


If  it  is  necessary  to  reverse  the  position  of  the  lever  or  the 
relative  direction  of  the  motion  of  the  pulley  (as  shown  in  Figs. 
51  and  52),  then  the  weight  of  the  lever  must  be  added  to  the 
weight  shown  by  the  scale  under  trial.  When  the  platform 
scale  is  used  the  weight  of  the  lever  must  necessarily  be  down- 
ward and  should  be  deducted  from  the  weight  shown  by  the 


FIG.  53.— DIFFERENTIAL  STRAP  BRAKE. 

scale  under  trial.  Making  D  equal  the  diameter  of  the  face  of 
the  pulley,  fly-wheel,  or  shaft  upon  which  friction  is  applied,  B 
the  length  of  the  lever  from  the  centre  of  the  shaft  to  the  point 
of  the  scale  suspension,  A  the  radius  of  the  pulley  fly-wheel  or 
shaft,  and  R  the  number  of  revolutions  of  the  shaft  per  min- 
ute :  the  weight  used  in  the  formula  must  be  the  net  weight  of 
the  power  stress,  or  the  gross  observed  weight  less  the  weight 
of  the  lever.  Then 


-g 

D  X  3.1416  X  R  X  -r  X  weight 


33>000 


or 


33,000 


=  horse-power, 


-power. 


B 


-r-  X  weight  =  the  stress  or  pull  at  the  face  of  the  pulley,  and 


u6 


GAS,    GASOLINE,    AND    OIL    ENGINES. 


D  X  3.1416  X  R  =  the  velocity  of  the  face  of  the  pulley  or  of 
the  belt  that  it  is  to  carry. 

In  Fig.  53  is  represented  a  simple  and  easily  arranged  dif- 
ferential strap  brake  or  dynamometer  for  small  motors  of  less 
than  two  horse-power.  It  consists  of  a  piece  of  belting  held 


FIG.  54.— DIFFERENTIAL.  ROPE  BRAKE. 

in  place  on  the  pulley  by  clips  or  only  strings  fastened 
parallel  with  the  shaft  to  keep  the  belt  from  slipping  off; 
two  spring  scales,  one  of  which  is  anchored  and  the  other 
attached  to  a  hand  lever  to  regulate  the  compression 
of  the  belt  upon  the  surface  of  the  pulley,  when  the 
differential  weight,  B  -  C,  on  the  scales  may  be  noted  sim- 


THE    MEASUREMENT    OF    POWER.  II  7 

ultaneously  with  the  revolutions  of  the  pulley.     The  simple 
formula 

D  X  3.  1416  X  R  X  differential  weight       , 
-  —  -  2  —  =  horse-power. 
33,000 

Fig.  54  illustrates  a  rope  absorption  dynamometer  or  brake 
with  a  complete  wrap  on  the  surface  of  the  pulley,  very  suitable 
for  grooved  pulleys  or  fly-wheels  used  for  rope  transmission. 
In  this  form  the  friction  tension  may  be  regulated  with  a  lever 
as  at  A.  The  weight  (W)  in  the  formula  is  the  differential  of 
the  opposite  tensions  of  the  two  scales,  or  B—  C=W,  Fig.  54, 

D  X  3-i4i6  xRX  W 


and  the  formula  will  then  be: 

33,000 

power,  as  in  the  notation,  Fig.  53. 

Thus  it  may  readily  be  seen  that  the  difference  of  the  pull 
in  a  rope  or  belt  on  the  two  sides  of  a  pulley,  multiplied  by  the 
velocity  of  the  rim  in  feet  per  minute,  and  the  product  divided 
by  33,000,  gives  the  horse-power  either  absorbed  or  transmitted 
by  the  rope. 

The  Measurement  of  Speed. 

The  revolutions  of  a  motor  may  be  readily  obtained  by  an 
ordinary  hand  counter  with  watch  in  hand  to  mark  the  time  ; 
but  for  accurate  work  and  to  show  the  variations  in  the  fly- 
wheel speed  by  the  intervals  of  revolution  between  impulses, 
and  especially  the  effect  of  mischarges  or  impulses  due  to  gov- 
erning the  speed,  there  is  no  more  accurate  method  than  by 
the  use  of  the  centrifugal  counter  or  tachometer. 

These  instruments  are  designed  to  show  at  a  glance  a  con- 
tinuous indication  of  the  actual  speed  and  its  variation  within 
2  per  cent,  by  careful  handling  of  the  instrument.  The  tach- 
ometer (Fig,  55)  with  a  single  dial  scale  3  inches  in  diameter, 
reading  from  100  to  1,000  revolutions  per  minute,  and  by  chang- 
ing the  gear  for  the  range  of  gas-engine  indication  the  actual 
revolutions  will  be  one-half  the  indicated  revolutions,  and  each 
divided  by  2,  will  represent  the  actual  speed.  In  this  manner 


Il8  GAS,    GASOLINE,    AND    OIL    ENGINES. 

a  very  delicate  reading  of  the  variation  in  speed  may  be  ob- 
tained.    For  testing  the  variation  of  speed  in  electric-lighting 


PIG.  55.— THE  TACHOMETER. 


FIG.  S5A.—  THE  TRIPLE  INDEXED 
TACHOMETRE, 


plants  operated  by  gas  or  gasoline  engines,  there  is  no  method 
so  satisfactory  as  by  the  use  of  the  tachometer. 

The  triple  indexed  tachometer  (Fig.  5 5  A)  is  a  most  con- 


THE    MEASUREMENT    OF    POWER.  I  IQ 

venient  instrument  for  quickly  testing  and  comparing  speed  of 
great  differences,  as  the  motor  and  the  generator,  by  simply 
changing  the  driving  point  from  one  to  another  gear  stem. 
These  tachometers  are  made  by  Schaeffer  &  Budenberg, 
New  York,  and  may  be  ordered  for  any  range  of  speed,  from 
50  to  500  for  gas  engines  and  from  500  to  2,000  for  generators, 
in  the  same  instrument  or  separate  as  desired. 

The  Indicator  and  Its   W-ork. 
We  have  selected  among  the  many  good  indicators  in  the 


FIG.  56.— THE  THOMPSON  INDICATOR. 

market  the  one  most  suitable  for  indicating  the  work  of  the 
explosive  engine.      The   Thompson    indicator    as    made    by 


I2O 


GAS,    GASOLINE,    AND    OIL    ENGINES. 


Schaeffer  &  Budenberg,  New  York,  and  illustrated  in  Figs.  56 
and  57,  is  a  light  and  sensitive  instrument  with  absolute  recti- 
linear motion  of  the  pencil  with  its  cylinder  and  piston,  made 
of  a  specially  hard  alloy  which  prevents  the  possibility  of  sur* 


FlG.  57.— SECTION  OF  INDICATOR. 


FIG.  58.— SMALL  PISTOK» 


face  abrasion  and  insures  a  uniform  frictionless  motion  of  the 
piston.  It  is  provided  with  an  extra  and  smaller-sized  cylin- 
der and  piston,  suitable  with  a  light  spring  for  testing  the 
suction  and  exhaust  curves  of  explosive  motors,  so  useful  in 
showing  the  condition  and  proportion  of  valve  ports. 

The  large  piston  of  the  standard  size  is  0.798  inch  in  diam- 


THE    MEASUREMENT    OF    POWER.  121 

eter  and  equal  to  -J-  square  inch  area.  The  small  piston  (Fig-.  58) 
is  o.  590  inch  in  diameter  and  equal  to  o.  274  square  inch  area,  so 
that  a  50  or  60  spring"  may  be  used  in  indicating1  explosive  en- 
gines with  the  small  piston,  which  will  give  cards  within  the 
range  of  the  paper  for  low-explosive  pressure  but  full  enough 
to  show  the  variations  in  all  the  lines.  With  the  100  spring 
and  -J  inch  area  of  piston  250  Ibs.  pressure  is  about  the  limit 
of  the  card,  but  with  this  size  piston  a  120  or  160  spring  is 
more  generally  used. 

The  pulley  V  is  carried  by  the  swivel  W  and  works  freely 
in  the  post  X ;  it  can  be  locked  in  any  position  by  the  small  set 
screw.  The  swivel  plate  Y  can  be  swung  in  any  direction  in 
its  plane  and  held  firmly  by  the  thumb-screw  Z.  Thus  with 
the  combination  the  cord  can  be  directed  in  all  possible  direc. 
tions.  The  link  A  is  made  as  short  as  possible  with  long 
double  bearings  at  both  ends  to  give  a  firm  and  steady  support 
to  the  lever  B,  making  it  less  liable  to  cause  irregularities  ia 
the  diagram  when  indicating  high-speed  motors. 

The  paper  drum  is  made  with  a  closed  top  to  preserve  its 
accurate  cylindrical  form,  and  the  top,  having  a  journal  bearing 
at  U  in  the  centre,  compells  a  true  concentric  movement  to  its 
surface. 

The  spring  E  and  the  spring  case  F  are  secured  to  the  rod 
G  by  screwing  the  case  F  to  a  shoulder  on  G  by  means  of  a 
thumb-screw  H. 

To  adjust  the  tension  of  the  drum  spring,  the  drum  can  be 
easily  removed,  and,  by  holding  on  to  the  spring  case  E  and 
loosening  screw  H,  the  tension  can  readily  be  varied  and  adapted 
to  any  speed,  to  follow  precisely  the  motion  of  the  engine 
piston. 

The  bars  of  the  nut  I  are  made  hollow,  so  as  to  insert  a 
small  short  rod  K,  which  is  a  great  convenience  in  unscrewing 
the  indicator  when  hot. 

The  reducing  pulley  (Fig.  59)  is  a  most  important  adjunct 
of  the  indicator.  The  revolving  parts  should  be  as  light  as 


122  GAS,    GASOLINE,    AND    OIL    ENGINES. 

possible  and  are  now  made  of  aluminum  for  high-speed  motors 
with  pulleys  proportioned  for  short-stroke  motors.  In  the  use 
of  indicators  for  high-compression  motors  it  is  advisable  to  have 
a  stop-tube  inserted  in  the  cap-piece  that  holds  the  spring  and 
extending  down  and  inside  the  spring  so  as  to  stop  the  motion 
of  the  piston  at  the  limit  of  the  pencil  motion  below  the  top  of 


FIG.  59.— THE  REDUCING  PULLEY. 

the  card.  This  will  prevent  undue  stress  on  the  spring  and 
extreme  throw  of  the  pencil  when  by  misfires  an  unusual  charge 
is  fired.  With  the  smaller  piston  and  the  usual  100  or  1 20  spring 
any  possible  explosive  pressure  may  be  properly  recorded. 

The  proximity  of  the  indicator  to  the  combustion  chamber 
is  of  importance  in  making  a  true  record  of  the  explosive  action 
of  the  combustible  gases  on  the  card.  The  time  of  transmis- 
sion of  the  wave  of  compression  and  expansion  through  a  tube 
of  one,  two,  or  three  feet  in  length  is  quite  noticeable  in  the  dis- 
tortion of  the  diagram.  It  shows  a  delay  in  compression  and 


THE    MEASUREMENT    OF    POWER.  123 

carries  the  expansion  line  over  a  curve  at  the  apex  lower  than 
the  maximum  pressure,  and  by  the  delay  raises  the  expansion 
curve  higher  than  the  actual  expansion  curve  of  the  cylinder. 
An  indicator  for  true  effect  should  have  a  straightway  cock 
screwed  into  the  cylinder. 

Vibration  of  Buildings  and  Floors  by  the  Running  of  Explo- 
sive Motors. 

Since  this  class  of  engines  has  so  largely  superseded  small 
steam  power,  and  the  vast  extension  of  their  use  in  the  upper 
part  of  buildings  due  to  their  economy  for  all  small  powers,  the 
trouble  arising  from  vibration  of  buildings  and  floors  has 
largely  increased. 

The  necessity  for  placing  motive  power  near  its  point  of  ap- 
plication has  resulted  in  locating  gas,  gasoline,  and  oil  engines 
in  light  and  fragile  buildings  and  on  floors  not  capable  of  re- 
sisting the  slightest  synchronal  motion. 

This  subject  has  been  often  brought  to  our  notice  since  the 
advent  of  the  gas  engine  in  the  lead  for  small  powers.  It  is  a 
difficult  question  to  advise  remedies  for  it,  from  the  variety  of 
ways  in  which  the  effect  is  produced.  Synchronism  between 
the  time  vibration  of  a  floor  and  the  number  of  revolutions  of 
the  engine  is  always  a  matter  of  experiment,  and  can  only  be 
ascertained  by  a  trial  in  varying  the  engine  speed  by  uniform 
stages  until  the  vibration  has  become  a  minimum.  Then  if 
the  engine  speed  of  least  vibration  is  an  inconvenient  one  for 
engine  economy,  or  for  the  speed  layout  of  the  machinery 
plant,  a  change  may  be  made  in  the  time  vibration  of  the  floor 
by  loading  or  bracing.  The  placing  of  a  large  stone  or  iron 
slab  under  a  motor  will  often  modify  the  intensity  of  the 
vibration  by  so  changing  the  synchronism  of  the  floor  and 
engine  as  to  enable  the  proper  speed  to  be  made  with  the  least 
vibration. 

A  vertical  post  under  the  engine  is  of  little  use  unless  it  ex- 
tends to  a  solid  foundation  on  the  ground :  nor  should  a  vertical 


124  GAS,    GASOLINE,    AND    OIL    ENGINES. 

post  be  placed  between  the  engine  floor  and  floor  beams  above, 
as  it  only  communicates  the  vibrations  to  any  floor  in  unison 
with  the  vibrations  of  the  engine  floor. 

A  system  of  diagonal  posts  extending  from  near  the  centre 
of  a  vibrating-  floor  to  a  point  near  the  walls  or  supporting 
columns  of  the  floors  above  or  below,  or  a  pair  of  iron  sus- 
penders placed  diagonally  from  the  overhead  beams  near  their 
wall  bearings  to  a  point  near  the  location  of  an  engine  and 
strongly  bolted  to  the  floor  beams,  will  greatly  modify  the 
vibration  and  in  many  cases  abate  a  nuisance. 

In  the  installation  of  reciprocating1  machinery  on  the  upper 
floors  of  a  building-  in  which  the  reciprocating  parts  of  the 
motor,  as  a  horizontal  engine,  are  in  the  same  direction  as  the 
reciprocating-  parts  of  the  machines  (as  in  printing  pressrooms) 
the  trouble  from  the  horizontal  vibration  has  been  often  found 
a  serious  one.  It  may  be  somewhat  modified  by  making  the 
number  of  the  strokes  of  the  engine  an  odd  number  of  the 
strokes  of  the  reciprocating  parts  of  the  machine. 

It  is  well  known  to  engine  builders  that  explosive  motors, 
like  high-speed  steam  engines,  cannot  be  absolutely  balanced, 
but  their  heavy  fly-wheels  and  bases  go  far  toward  it  by  absorp- 
tion, and  the  best  that  can  be  done  with  the  balance  is  to  make 
as  perfect  a  compromise  of  the  values  of  the  longitudinal  and 
lateral  forces  as  possible  by  inequality  in  the  fly-wheel  rims. 

The  jar  caused  by  excessive  explosions  after  misfires  and 
muffler-pot  explosions  is  of  the  unusual  kind  that  cannot  be 
easily  provided  with  a  remedy  where  the  transmitted  power  is 
not  uniform,  for  where  it  is  uniform  there  is  ample  regulation 
from  the  governor  to  make  the  charges  regular,  and  if  the 
igniter  is  well  adjusted  there  should  be  no  cause  for  "  kicking," 
as  our  European  cousins  call  it.  A  good  practice  in  setting- 
motors  is  to  locate  them  near  a  beam-bearing  wall  or  column 
that  extends  to  the  foundation  of  the  building.  Many  motors 
so  placed  are  found  to  be  free  from  the  nuisance  of  tremor. 


CHAPTER  XVI. 
EXPLOSIVE  ENGINE  TESTING. 

FOR  the  reason  that  elaborate  and  complicated  tests  have 
been  made  and  exploited  in  other  works  on  the  gas  engine, 
which  may  be  referred  to  for  the  details  of  expert  work,  the 
author  of  this  work  has  decided  to  reduce  the  practice  of  test- 
ing explosive  motors  to  a  commercial  basis  on  which  purchasers 
can  comprehend  their  value  as  a  business  investment  for  power. 
The  disposition  of  builders  of  explosive  engines  to  follow  the 
economics  in  construction  in  regard  to  least  wall  surface  in  con- 
tact with  the  heat  of  combustion,  and  of  maintaining  the  wall 
surface  at  the  highest  practical  temperature  for  economical 
running  by  the  rapid  circulation  of  warm  water  from  a  tank  or 
cooling  coil,  leaves  but  little  to  accomplish,  save  the  proper  size 
and  adjustment  of  the  valves  and  igniters  for  the  engines,  in 
order  that  they  may  properly  perform  their  functions.  The  in- 
dicator card,  if  made  through  a  series  of  varying  proportions  of 
gas  or  gasoline  and  air  mixtures,  will  show  the  condition  of  the 
adjustments  for  economic  working.  The  difference  between 
the  indicated  power  for  the  gas  used  by  the  card  and  the  power 
delivered  to  the  dynamometer  or  brake  shows  the  mechanical 
efficiency  of  the  engine.  The  best  working  card  of  the  engine 
should  be  a  satisfactory  test  to  a  purchaser  that  the  principles 
of  construction  are  correct.  A  brake-trial  certificate  or  obser- 
vation should  satisfy  as  to  f rictional  economy,  and  the  price  and 
quantity  of  gas  per  horse-power  hour  should  settle  the  com- 
parative cost  for  running.  The  variation  in  the  heating 
power  of  illuminating  gas  in  the  various  parts  of  the  United 
States  is  much  less  than  its  variation  in  price.  Producer  gas 


126  GAS,    GASOLINE,    AND     OIL    ENGINES. 

is  a  specialty  for  local  consumption,  and  its  cost  drops  with  its 
heating  power. 

Apart  from  the  actual  cost  of  gas  in  any  locality  and  the 
quantity  required  per  brake  horse-power,  durability  of  a  motor 
is  one  of  the  principal  items  in  the  purchase  of  power. 

In  the  use  of  gasoline,  kerosene,  and  crude  petroleum  in 
explosive  engines,  their  heating  values  are  uniform  for  each 
kind,  and  as  motors  are  generally  adjusted  for  the  use  of  one 
of  the  above  hydrocarbons  onty,  the  difference  of  cost  be- 
tween these  various  fuels  is  the  best  indication  as  to  the  rela- 
tive cost  of  power. 

No  instruments  have  yet  been  contrived  for  giving  the  tem- 
peratures of  combustion,  either  initial  or  exhaust,  in  an  in- 
ternal combustion  motor ;  for  at  the  proper  working  speed  the 
changes  of  temperature  are  so  rapid  that  no  reliable  observa- 
tion can  be  made  even  with  the  electric  thermostat,  as  has  been 
tried  in  Europe.  The  computed  temperatures  are  unreliable 
and  at  best  only  approximate;  hence  the  indicator  card  be- 
comes the  only  reliable  source  of  information  as  to  the  action 
of  combustion  and  expansion  in  the  cylinder,  as  well  as  to  the 
adjustment  of  the  valves  and  their  proper  action. 

The  temperature  of  combustion  as  indicated  by  the  fuel 
constituents,  and  computed  from  their  known  heat  values,  gives 
at  best  but  misleading  results  as  indicating  the  real  tempera- 
ture of  combustion  in  an  explosive  engine.  There  is  no  doubt 
that  the  computed  temperatures  could  be  obtained  if  the  con- 
taminating influence  of  the  neutral  elements  that  are  mixed 
with  the  fuel  of  combustion,  as  well  as  the  large  proportion  of 
the  inert  gases  of  previous  explosions,  could  be  excluded  from 
the  cylinder,  when  the  radiation  and  absorption  of  heat  by 
the  cylinder  wotild  be  the  only  retarding  influences  in  the  de- 
velopment of  heat  due  to  the  union  of  the  pure  elements  of 
combustion. 

For  obtaining  the  indicated  horse-power  of  a  gas,  gasoline, 
or  oil  engine,  the  mean  effective  pressure  as  shown  by  the  card 


EXPLOSIVE   ENGINE  TESTING. 


127 


may  be  obtained  by  dividing  the  length  of  the  card  into  ten  or 
any  convenient  number  of  parts  vertically,  as  shown  in  Fig.  61 
for  a  four-cycle  compression  engine.  For  each  section  meas- 
ure the  average  between  the  curve  of  compression  and  the  curve 
of  expansion  with  a  scale  corresponding  with  the  number  of 
the  indicator  spring.  Add  the  measured  distances  and  divide 


FIG.  61.— FOUR-CYCLE  GAS-ENGINE  CARD. 

by  the  number  of  spaces  for  the  mean  pressure.  With  the 
mean  pressure  multiply  the  area  of  the  cylinder  for  the  gross 
pressure.  If  there  have  been  no  misfires,  then  one-half  the 
number  of  revolutions  multiplied  by  the  stroke  and  by  the  gross 
pressure,  and  the  product  divided  by  33,000  will  give  the 
indicated  horse-power.  If  there  is  any  discrepancy  along 
the  atmospheric  line  by  obstruction  in  the  exhaust  or  suo 
tion  stroke,  the  average  must  be  deducted  from  the  mean 
pressure. 

The  exhaust  valve,  if  too  small  or  with  insufficient  lift,  or 
a  too  small  or  too  long  exhaust  pipe,  will  produce  back  pressure 
on  the  return  line,  which  should  be  deducted  from  the  mean 
pressure.  A  small  inlet  valve  or  too  small  lift,  or  any  obstruc- 
tion to  a  free  entry  of  the  charge,  produces  a  back  pressure  on 
the  outward  or  suction  stroke  and  a  depression  along  the  at- 
mospheric line,  which  must  also  be  deducted  from  the  mean 
pressure. 


128  GAS,    GASOLINE,    AND    OIL    ENGINES. 

It  is  assumed  that  the  taking-  of  an  indicator  card  must  be 
done  when  the  engine  is  running  steady  and  at  full  load.  Dur- 
ing- the  moment  that  the  pencil  is  on  the  card  there  should  be 
no  misfires  recorded,  in  order  that  the  card  may  represent  the 
true  indicated  horse-power  of  the  engine.  The  record  of  the 
speed  of  the  engine  should  be  taken  at  the  same  time  as  the 
card,  but  the  measurement  of  the  quantity  of  gas  used  cannot 
be  accurately  observed  on  the  dial  of  an  ordinary  gas  meter 
during  the  few  moments'  interval  of  the  card  record  and  speed 
count.  For  the  gas  record,  the  engines  should  be  run  at  least 
five  minutes  at  the  same  speed  and  load  and  an  exact  count  of 
the  explosions  made.  The  misfires  or  rather  mischarges  in  an 
engine  running-  with  a  constant  load  are  of  no .  importance  in 
the  computation  for  power  because  they  are  properly  caused 
by  overspeed,  and  the  overspeed  and  underspeed  should  make 
a  fair  balance  for  the  average  of  the  run  as  indicated  by  the 
speed  counter. 

The  number  of  cubic  feet  of  gas  indicated  by  the  meter  for 
a  few  minutes'  run,  multiplied  by  its  hour  exponent  and  divided 
by  the  indicated  power  by  the  card  or  the  actual  horse-power 
by  the  brake,  will  give  the  required  commercial  rating-  of  the 
engine  as  to  its  economic  power.  The  difference  as  between 
the  cost  of  g-as  for  the  igniter  and  the  cost  of  electric  ignition 
is  too  small  to  be  worthy  of  consideration. 

In  testing-  with  gasoline  or  oil  the  detail  of  operation  is  the 
same  as  for  gas,  with  the  only  difference  of  an  exact  measure  of 
the  fluid  actually  consumed  in  an  hour's  run  of  the  engine 
under  a  full  load.  The  loading  of  an  engine  for  the  purpose 
of  testing  to  its  full  power  is  not  always  an  easy  matter ;  al- 
though, when  driving-  a  large  amount  of  shafting  and  steady- 
running  machines,  a  brake  may  be  conveniently  applied  to  in- 
crease the  work  of  the  engine.  In  trials  with  a  brake  alone,  a 
continual  run  involves  some  difficulties  on  account  of  the  in- 
tense friction  and  heat  produced,  which  makes  the  brake  power 
vary  considerably  and  cause  a  like  variation  in  the  ignitions. 


EXPLOSIVE   ENGINE    TESTING.  I2Q 

This  only  becomes  serious  when  temporary  brakes  have  to  be 
improvised,  but  in  engine-building-  establishments  brakes  are 
used  that  are  specially  designed  for  uniform  resistance  and 
continued  testing. 

Probably  the  most  satisfactory  method  of  testing  the  power 
of  a  motor  is  by  its  application  to  generate  an  electric  current, 
which,  if  properly  arranged  in  detail,  allows  the  test  trial  to  be 
continued  for  a  length  of  time  and  makes  the  test  a  perfectly 
reliable  one.  For  this  purpose  the  motor  may  be  belted  to  a 
generating  dynamo  of  the  same  or  a  little  higher  rating  than 
that  of  the  motor.  A  short  wiring  system  with  a  volt  and 
ampere  meter  and  a  sufficient  number  of  16  candle-power  lamps 
in  circuit,  of  a  standard  voltage  and  known  amperage,  will  indi- 
cate the  power  generated  in  kilowatts,  to  which  should  be 
added  the  loss  of  efficiency  in  the  dynamo. 

From  this  data  the  actual  horse-power  of  the  motor  may  be 
computed,  which  with  the  fuel  measurement  and  the  speed  of 
the  motor  during  test  trial  is  all  that  is  needed  for  a  commercial 
rating. 


CHAPTER   XVII. 
VARIOUS  TYPES  OF  ENGINES  AND  MOTORS. 

The  Economic  Gas  Engine. 

MANY  of  the  engines  of  the  Economic  Gas  Engine  Company 
are  still  in  use.  We  illustrate  their  design  as  being  one  of  the 
earlier  types  in  use  in  the  United  States.  It  is  of  the  two-cycle 


FIG.  62.— SECTION  OF  CYLINDER. 

non-compression  type  of  Lenoir,  with  an  indicator  card  of  the 
form  shown  in  Fig.  3.  A  section  of  this  engine  is  shown  in 
Fig.  62,  in  which  A  is  the  jacketed  cylinder,  D  the  piston  with 
an  elongated  shell  D',  F  air  and  gas  inlet  and  mixer,  J  a  check 
valve ;  c  and  c'  mixed  gas  and  air  ports,  d  auxiliary  air  port ; 
g1  piston  exhaust  valve  with  exhaust  port  /',  b  a  deflector  and 
a'  firing  port. 

The  operation  is  as  follows :  The  piston  sweeps  the  prod- 
ucts of  a  previous  combustion  out  at  the  exhaust  port  by  the 
piston  following  to  a  point  when  the  inlet  ports  in  the  piston  are 
just  past  the  inlet  ports  in  the  cylinder,  when  the  exhaust  port 
closes  and  the  suction  of  a  charge  commences  and  is  continued 


VARIOUS   TYPES    OF   ENGINES   AND    MOTORS. 


FIG.  63.— THE  ECONOMIC  PUMPING  ENGINE 


FIG.  64.— THE  ECONOMIC. 


132  GAS,    GASOLINE,    AND    OIL    ENGINES. 

until  the  inlet  ports  are  closed  by  the  outward  stroke  of  the 
piston.  At  this  point  the  firing  ports  of  cylinder  and  piston 
are  in  line  and  the  explosion  takes  place  with  all  the  ports  closed 
to  the  end  of  the  impulse  stroke,  when  the  exhaust  port  opens 
by  a  cam  and  the  products  of  combustion  are  again  swept  out 


FIG.  65.— THE  VERTICAL  PUMPING  ENGINE. 

with  the  exception  of  the  clearance  space  within  the  shell  of  the 
piston. 

This  engine,  like  others  of  its  type  made  in  Europe,  is  not 
considered  economical  as  compared  with  the  later  engines  of 
the  four-cycle  compression  type.  The  various  designs  as  made 
by  different  makers  consume  from  80  to  50  cubic  feet  of  illu- 
minating gas  per  horse-power  hour,  the  latter  figure  being  the 
rate  for  the  Economic  as  made  ten  years  since. 

The  New  Era  Gas  Engine 

is  of  the  four-cycle  compression  type  with  a  heavy  and  sub- 
stantial base.     The  valve-gear  shaft  being  driven  by  a  worm 


VARIOUS   TYPES    OF    ENGINES   AND    MOTORS. 


133 


gear  from  the  main  shaft,  insures  a  smooth  and  noiseless  motion. 
The  illustration  (Fig.    66)  on  this  page  has  one   of  the   fly- 


wheels  left  off  to  show  the  arrangement  of  the  worm  gear,  which 
is  also  shown  in  Fig.  67  in  detail.     This  method  of  driving  the 


134  GAS»    GASOLINE,    AND     OIL    ENGINES, 

valve-gear  shaft  is  fast  growing  in  favor,  and  is  now  largely  in 


use. 


The  valves  are  of  the  poppet  type,  operated  by  cams  on  the 
secondary  shaft,  which  also  drives  the  governor  through  b<?vel- 


FlG.   67.— THE  WORM  GEAR. 


FIG.   68.— VALVE  CHEST. 


speed  gear.     All  the  valve  chambers  have  flanged  plugs  foi 
facilitating  the  removal  and  cleansing  of  the  valves. 

The  end  view  of  the  lateral  shaft  and  valve  chest  with  the 


FIG.   69.— THE  GOVERNOR. 


attachment  of  the  tube  igniter  is  shown  in  Fig.  68.  The 
electric  igniter  is  applied  at  the  same  opening  in  the  valve 
chest  as  used  for  the  tube  igniter. 


VARIOUS    TYPES   OF   ENGINES   AND    MOTORS.  135 

The  governor  is  of  the  ball  type,  running  direct  from  the 
secondary  shaft  by  a  bevel  gear,  and  through  a  bell-crank  lever 
and  arm  controls  the  gas-inlet  valve.  Fig.  69  shows  the  ar- 
rangement more  in  detail  and  also  the  great  convenience  in 
gas  engines,  a  cap  plug  for  quickly  removing  the  valve  and  an 
inspection  plug  at  the  side  of  the  valve  chest. 

The  fuel  for  these  engines  may  be  illuminating  gas,  pro- 
ducer gas,  natural  gas,  or  gasoline.  The  cost  for  running  can 
be  gauged  only  by  the  quantity,  say  15  to  20  cubic  feet  illu- 
minating gas  or  one-tenth  of  a  gallon  of  "gasoline  per  indicated 
horse-power  per  hour. 

In  using  gasoline  a  small  pump  (Fig.  70)  is  attached  to  the 


FIG.   70.— THE   PUMP. 

engine  bed  and  driven  by  a  cam  on  the  lateral  shaft.  The 
pump  draws  from  a  tank  set  in  a  safe  place,  underground  if  pos- 
sible and  draws  a  few  drops  of  gasoline  at  a  stroke,  forcing  it 
into  the  air  chamber,  where  it  is  vaporized  and  mixed  with  the 
incoming  air.  The  surplus,  if  any,  is  returned  to  the  tank. 
These  engines  are  made  in  sizes  from  10  to  50  B.H.P. 

The  Pierce  Gas  and  Gasoline  Engine. 

This  engine  is  built  on  the  four-cycle  compression  type,  as 
shown  in  the  illustrations  of  both  sides  of  the  i  to  5  H.P.  engines 
(Figs.  71  and  72).  This  company  also  build  engines  of  6,  8, 
10,  12,  15  and  20  H.P.  These  figures  represent  the  brake  or 
actual  horse-power. 

The  valve  motion  is  taken  from  the  main  shaft  with  spur 
gears  and  secondary  shaft  upon  which  there  is  a  cam  that 


136 


GAS,    GASOLINE,    AND    OIL    ENGINES. 


operates  the  valves  through  a  connecting-  rod.  On  the  face  of 
the  cam  is  a  wrist  pin,  carrying  a  connecting  rod,  which  oper- 
ates both  the  governor  and  the  electrical  firing  device. 

The  poppet  valves  never  require  oil ;  they  lift  squarely  from 


their  seats.  They  wear  smooth  and  bright  and  are  easily  un- 
covered for  regrinding  when  necessary.  The  entire  operating 
mechanism  is  in  plain  sight  and  all  wearing  parts  can  be  readily 
examined  and  adjusted  without  removing  or  taking  the  engine 
apart.  The  governor  is  very  simple  and  sensitive.  It  is  com- 
posed of  three  pieces :  a  hardened  steel  finger,  weighted  and 


VARIOUS   TYPES   OF   ENGINES   AND    MOTORS. 


137 


held  to  its  proper  position  by  an  adjustable  spring.  The 
weighted  finger  acts  as  an  inverted  pendulum  swung  by  the 
movement  of  the  connecting  rod,  making  a  miss  gas  charge 
when  the  engine  speed  is  too  high.  It  is  adjustable  by  mov- 


ing the  weight  on  the  stem  and  by  a  spiral  spring  and  adjust- 
ing nut.  These  engines  are  built  to  run  with  coal  gas,  natural 
gas,  and  gasoline,  can  be  changed  from  one  fuel  to  another 
with  little  trouble,  and  are  also  made  to  change  while  the  en- 
gine  is  running. 

The  electrical  firing  device  is  very  simple.     It  is  composed 


138  GAS,    GASOLINE,    AND     OIL    ENGINES. 

of  two  electrodes,  one  a  flat  piece  of  steel  \  inch  wide  by  f  inch 
long  and  -fa  inch  thick.  The  other  is  a  piece  of  No.  16  wire. 
One  is  insulated  from  the  engine  and  the  other  in  circuit  with 
it.  A  make-and-break  spring  at  the  side  of  engine  (also  in- 
sulated from  the  frame)  forms  the  circuit  when  the  electrodes 
come  together.  In  parting  the  spark  is  made  which  fires  the 
charge.  The  electrodes  never  corrode,  as  they  clean  them- 
selves every  time  they  pass  each  other,  and  they  will  remain 
clean  until  they  are  worn  out.  A  four-cell  battery  is  used  and 
will  run  these  engines  1,800  hours  without  recharging. 

Cost  of  Operation. — These  engines  run  with  a  consumption 
of  illuminating  gas  of  16  cubic  feet  per  actual  horse-power 
per  hour ;  with  gasoline,  -fa  of  a  gallon  per  actual  horse-power 
per  hour. 

For  the  use  of  gasoline,  a  small  pump  is  attached  to  the 
engine,  which  pumps  the  gasoline  to  a  small  cup  from  a  tank 
placed  underground  or  in  a  safe  place ;  from  the  cup  the  gaso- 
line is  fed  directly  to  the  cylinder  air  inlet.  If  more  gasoline 
is  pumped  than  required,  the  excess  runs  back  to  the  tank ;  o.  74 
gravity  gasoline  is  used. 

The  Charter  Gas  and  Gasoline  Engine. 

The  Charter  is  a  representative  of  one  of  the  earliest  types  of 
American  gas  engines.  It  has  gone  through  its  evolution  of  im- 
provement, and  claims  to  be  a  model  of  simplicity.  It  is  of 
the  four-cycle  compression  type.  It  runs  equally  well  with 
illuminating  gas,  natural  gas,  and  gasoline.  It  is  built  in  nine 
sizes,  from  i£  to  35  B.H.P.  The  cut  (Fig.  73)  represents  five 
sizes,  and  Fig.  74  represents  the  smallest  size,  No.  oo,  which  is 
vertical  and  of  i^  B.H.P.  Both  tube  and  electric  ignition  are 
used  with  these  engines.  In  the  horizontal  engine  the  mix- 
ing chamber  is  attached  to  the  head  of  the  cylinder,  into 
which  the  gas  or  gasoline  is  injected  by  the  operation  of  the 
small  pump  G  (Fig.  75),  driven  by  a  rod  and  levers  operated 
by  a  cam  on  the  secondary  shaft.  The  nozzle  H  (Fig.  75) 


VARIOUS   TYPES   OF   ENGINES  AND    MOTORS.  139 

projects  upward  so  that  the  indraught  from  the  air  pipe 
N  supplies  the  required  quantity,  while  the  overplus  is  re- 
turned to  the  tank  when  placed  below  the  engine.  When  the 
gasoline  tank  is  placed  above  the  engine  so  that  there  is  a 
gravity  flow  to  the  engine,  the  flow  is  regulated  by  two  valves 


FIG.  73.— THE  CHARTER  GAS  AND  GASOLINE  ENGINE. 

in  the  flow  pipe,  a  throttle  valve  at  the  pump,  and  by  the 
operation  of  the  plunger  of  the  pump,  which  in  this  case  does 
not  force  a  specific  quantity  of  gasoline,  but  only  opens  the 
way  for  an  instant  of  time  to  a  flow  produced  by  gravity  and 
the  suction  of  the  cylinder.  In  this  arrangement,  any  stop- 
page of  the  engine  other  than  by  closing  the  gasoline  valves 
will  stop  the  flow  of  gasoline  by  the  covering  of  the  pump  ports 
by  the  plunger.  The  governor  is  of  the  centrifugal  type, 
mounted  on  the  pulley,  and  consists  of  two  balls  held  in  ten- 


140 


GAS,    GASOLINE,    AND    OIL    ENGINES. 


sion  by  springs,  which  operate  a  sleeve  on  the  main  shaft 
through  a  bell-crank  movement.  The  movement  of  the  sleeve 
throws  the  injector-rod  roller  on  to  or  off  the  cam  on  the 
secondary  shaft,  thus  making  a  "  hit  or  miss"  injection  from 
the  pump. 

Communication  between  the  mixing  chamber  and  the  cyl- 


FIG.  74.— THE  VERTICAL  CHARTER. 

inder  is  cut  off,  at  the  moment  the  charge  to  the  cylinder  is 
completed  and  compression  commenced,  by  a  gravity-poppet 
valve  at  B  (Fig.  75).  The  operation  of  the  pump  plunger  is 
the  same  for  gas  as  for  gasoline :  the  plunger  only  opening  a 
way  for  the  flow  of  the  gas  at  the  proper  moment,  and  being 
governed  in  its  operation  the  same  as  when  gasoline  is  used. 
The  exhaust  valve  is  of  the  poppet  type,  operated  by  a  cam  on 
the  secondary  shaft,  the  movement  of  which  also  operates  the 
oil  cup  on  the  cylinder  by  the  levers  and  small-rock  shaft,  as 
shown  in  Fig.  75.  The  detail  of  the  operating  parts  are  well 


VARIOUS   TYPES    OF   ENGINES   AND    MOTORS.  14! 


ijjjii 

*!!£!!* 


142 


GAS,    GASOLINE,    AND    OIL    ENGINES. 


shown  in  the  skeleton  cuts  of  the  horizontal  and  vertical  en- 
gines (Fig.  76  and  Fig.  77).  A  relief  valve  for  easy  starting 
is  placed  on  the  cylinder  of  No.  2  and  larger  engines.  The 
No.  6  and  No.  7  engines  are  furnished  with  a  perfect  and 
practical  starter.  The  ignition-tube  burner  is  shown  in  the 
different  illustrations,  consisting  of  a  gas  or  gasoline  jet  in  a 


FIG.   76.— THE  VERTICAL  CHARTER  FOR  GASOLINE. 

perforated  sleeve,  acting  as  a  Bunsen  burner  upon  the  com- 
pression tube  contained  in  the  asbestos-lined  chimney. 

For  electric  ignition  a  pair  of  insulated  electrodes  in  a  plug 
are  screwed  into  the  place  of  the  tube  igniter  and  operated 
by  a  spark  breaker. 

The  Charter  Gasoline  Pumping  Engine. 

Fig.  79  shows  an  engraving  of  the  Charter  gasoline  engine 
and  pump  combined.  This  combination  was  designed  for  any 


VARIOUS   TYPES   OF   ENGINES   AND    MOTORS. 


kind  of  service  that  piston  pumps  are  capable  of.  It  is  com- 
pactly built,  a  feature  which,  in  places  where  floor  space  is 
valuable,  is  especially  desirable.  It  is  easily  operated.  When 


•x*J/   jn  *oi  jrAogvn^g' 
rxxj  j.*a#  **v  *'*u. 


through  pumping,  nothing  remains  to  do  but  shut  off  the  gaso- 
line. As  no  special  attendant  is  required,  it  is  especially  de- 
sirable for  filling  railroad  tanks,  as  the  station  agent  or  his 


144 


GAS,    GASOLINE,    AND    OIL    ENGINES. 


assistant  can  take  care  of  the  engine  and  see  that  the  pumping 
is  done  without  interfering  with  their  regular  duties,  thus  saving 
the  expense  of  employing  a  man  to  go  from  station  to  station 


to  fill  the  tanks.  It  is  a  suitable  pumping  engine  for  hydraulic 
elevators.  The  gears  are  all  machine  cut,  the  pump  cylinder 
is  brass  lined,  and  everything  about  the  engine  and  pump  is 
built  on  the  interchangeable  plan.  The  cut  illustrates  an  en- 


VARIOUS   TYPES    OF   ENGINES   AND    MOTORS. 


H5 


gine  and  pump  capable  of  delivering-  60  gallons  of  water  per 
minute  against  100  or  200  feet  head,  or  equivalent  pressure. 
It  is  self-contained  and  may  be  set  in  operation  almost  any- 


where. The  pump  gear  is  easily  detached  and  a  pulley  sup- 
plied for  temporary  power  use,  making  this  combination  a  val- 
uable one  for  agricultural  work  and  irrigation. 


146 


GAS,    GASOLINE,    AND     OIL    ENGINES. 


The  Raymond  Gas  and  Gasoline  Engines. 

These  engines  are  built  in  three  styles,  all  in  the  vertical  four- 
cycle compression  type.      The  quadruple  engine  (Fig.  80),  in 


which  there  are  two  impulses  during  each  revolution  of  the 
shaft,  are  made  in  three  sizes:  60,  85,  and  100  H.P.  (actual). 


VARIOUS    TYPES    OF   ENGINES   AND    MOTORS 

The  duplex  (Fig.  -81)  with  a  section  view  (Fig.  82),  in  which 
one  impulse  is  made  for  each  revolution,  are  made  in  ten  sizes, 
from  4  to  50  H.  P.  (actual). 

The  details  of  construction  are  similar  in  all  the  styles  and 


FIG.  81.— THE  DUPLEX  RAYMOND. 

sizes.  They  are  entirely  enclosed  in  a  base  with  a  vent  pipe  at 
the  back  to  prevent  cushioning  by  the  pistons,  and,  with  the 
large  flange  on  the  front  of  the  base,  are  removable  for  easy 
feed-oil  access  to  the  moving  parts  within. 

The  valves  are  of  the  rotating  type  and  are  operated  di- 
rectly from  the  crank  shaft  by  a  set  of  bevel  and  spur  gear; 


I4S 


GAS,    GASOLINE,    AND     OIL    ENGINES. 


they  are  held  to  their  seats  by  spiral  springs  and  are  supplied 
with  steel  ball  bearings.  The  valves  are  lubricated  from  sight 
feed  oil-cups. 

Fig.  82  shows  a  section  of  one  of  the  cylinders  of  a  duplex 


FIG.  82.— SECTION   OF  THE    DUPLEX   RAYMOND. 

with  the  bevel  gear,  secondary  shaft,  and  spur  wheels  of  the 
valve  gear. 

The  governor  is  placed  on  the  fly-wheels,  and  is  of  the  cen- 
trifugal type,  and  regulates  through  piston  valves  the  exact 
amount  of  gas  or  gasoline  mixture  required  for  each  impulse 
to  maintain  a  perfectly  steady  speed  of  engine  under  all  con- 
ditions and  variations  of  load. 


VARIOUS   TYPES    OF   ENGINES   AND    MOTORS. 


149 


For  the  use  of  gasoline,  naphtha,  or  light  petroleum  oil,  a 
glass  reservoir  is  placed  on  top  of  the  vaporizer  of  the  capacity 
of  a  half-pint  which  is  connected  to  a  small  pump,  which  in 
turn  is  connected  to  a  gasoline  tank. 

A  return  pipe  connects  the  reservoir  with  the  tank  for  re- 
turn of  the  surplus  gasoline.  The  adjustable  needle  valve, 


FIG.  83.— THE  RAYMOND,  SINGLE  CYLINDER. 

which  governs  the  supply  of  gasoline  necessary  to  give  the  en- 
gine its  required  power  and  steady  motion,  is  in  direct  connec- 
tion with  the  shaft  governor  and  works  automatically. 

The  hot  and  cold  air  valve,  or  air  mixer,  connects  the 
vaporizer  with  a  jacket  around  the  exhaust  pipe,  in  which  the 
air  is  heated  to  more  effectually  vaporize  the  gasoline.  An  ex- 
plosive starter  is  provided  for  the  large  engines. 

Fig.  83  illustrates  the  Raymond  single  cylinder  engine  for 


150 


GAS,    GASOLINE,    AND     OIL    ENGINES. 


gas,  gasoline,  or  light  oil,  showing  the  cover  removed  to  expose 
the  valve  gear  and  adjustable  spring  for  tightening  the  rotating 
valve.  It  is  made  in  ten  sizes,  from  i  H.P.  (actual)  to  20  H.P. 
(actual) . 

It  is  claimed  that  an  economy  of  1 2  cubic  feet  of  natural 
gas  per  actual  horse-power  has  been  attained,  and  a  guaranty 
of  15  cubic  feet  per  actual  horse-power  is  made. 

The  Sintz  Gas  Engine. 

This  engine  is  of  the  two-cycle  compression  type,  taking  an 
impulse  at  every  revolution,  yet  it  is  different  from  the  usual 


PIG.   84.— THE  SINTZ   ENGINE. 

action  of  the  ordinary  two-cycle  non-compression  type,  for  it  is 
a  compression  engine  with  enclosed  crank  and  piston  connec- 
tions, so  that  with  the  up-stroke  of  the  piston  air  is  drawn  into 
the  crank  casing  and  by  the  return  stroke  the  air  is  slightly 
compressed.  When  the  down-stroke  of  the  piston  nears  the 
terminal,  it  opens  an  exhaust  port  in  one  side  of  the  cylinder, 
and  at  a  little  farther  advance  of  the  piston  opens  an  inlet  port 
on  the  other  side  of  the  cylinder,  through  which  the  compressed 
air  in  the  crank  chamber  rushes  to  charge  the  cylinder,  at  the 
same  time  the  gas  valve  is  opened  by  the  eccentric ;  or  if  gaso- 
line is  used,  the  pump  injects  a  charge  of  gasoline  in  a  fine 
spray  at  the  proper  moment.  By  means  of  a  deflector  on  the 
inlet  side  of  the  piston,  the  incoming  charge  is  thrown  upward 
toward  the  top  of  the  cylinder,  thus  separating  the  discharging 


VARIOUS   TYPES   OF   ENGINES   AND    MOTORS. 


products  of  the  previous  explosion  from  the  fresh  charge  and  "by 
this  means  obtaining1  a  purer  mixture  for  the  next  explosion. 

The  ascension  of  the  piston  gives  a  full  compression  and 
time  for  the  mixture  to  become  uniform  for  ignition  by  tube  or 
electric  igniter.  It  may  be  called  a  valveless  engine,  as  the 
piston  itself  opens  both  the  exhaust  and  inlet  ports.  A  light 
check  valve  only  is  used  to  check  the  return  of  the  air  drawn 
into  the  crank  chamber  by  the  upward  movement  of  the  piston. 

In  Fig.  84  is  represented  the  stationary  Sintz  engine,  front 
and  side  view.  The  governor  is  of  the  centrifugal  type,  lo- 


FIG.  85.— THE  SINTZ  DUPLEX  MARINE  ENGINE. 

cated  in  the  fly-wheel,  where  two  balls  held  by  springs  operate 
through  bell-cranks  the  movement  of  a  sleeve  on  the  main 
shaft  carrying  a  cam,  which  by  the  position  of  the  sleeve  deter- 
mines the  operation  of  the  cam  on  the  gas  valve,  or  on  the 
gasoline  pump  when  gasoline  is  used.  The  cam  is  so  con- 
structed as  to  regulate  the  flow  of  gas  or  gasoline  to  modify  the 
explosive  mixture,  and  not  by  the  entire  suspension  of  an  ex- 
plosion. 

Fig.  85  shows  the  duplex  marine  engine  with  its  reversing 
propeller.  The  reversing  gear  operated  by  the  lever  contains 
all  the  movements  required  for  full  head,  slowing,  dead  centre, 
slow  backing,  and  full  back — one  of  the  neatest  arrangements 
yet  made  for  the  management  of  boats  driven  by  gas  engines. 
Other  arrangements  of  the  reversing  lever  are  made  so  as  to 
place  it  in  the  forward  part  of  the  boat  with  the  steering  gear. 


GAS,    GASOLINE,    AND    OIL    ENGINES. 

A  section  of  the  Sintz  cylinder  (Fig.  86)  shows  somewhat  in 
detail  the  inlet  and  exhaust  ports  with  the  deflector  on  the 
piston  opposite  the  inlet  port.  The  compressed  air  port  in  a 
recess  in  the  lower  part  of  the  cylinder  shuts  off  a  portion  of 


m 


FIG.    86.— THE  CYLINDER. 

the  compressed  air  at  the  moment  that  the  inlet  port  opens,  by 
which  means  a  measured  charge  of  fresh  air  is  forced  into  the 
cylinder  at  every  revolution  of  the  shaft.  The  slight  compres- 
sion by  the  down-stroke  of  the  piston  is  sufficient  to  charge 
the  air  chamber  in  the  cylinder  for  an  explosion  charge  by  its- 
expansion  through  the  inlet  port  during  the  part  of  the  crank 
revolution  due  to  the  amount  of  port  opening. 

The  electrode  entering  at  the  top  through  the  cylinder 
cover  makes  contact  and  spark  break  by  the  rocking  arm  on  a 
spindle  passing  through  the  side  of  the  cylinder.  The  time 


VARIOUS   TYPES   OF   ENGINES   AND    MOTORS. 


153 


regulation  is  adjusted  by  the  insulated  screw  electrode,  while 
the  break  arm  is  operated  by  a  connecting  rod  from  the  pump 
arm ;  both  pump  and  breaker  are  operated  by  one  cam. 

In  the  gasoline  stationary  engines  the  required  quantity  of 
gasoline  is  regulated  by  a  needle  valve  operated  by  the  gov- 
ernor, while  in  the  marine  engines  the  needle  valve  is  operated 
by  a  rod  extending  to  the  steering  wheel.  With  the  extension 
of  the  reversing-gear  connection  to  the  steering  wheel  forward, 
all  the  operations  for  running  a  boat  are  managed  by  one  person. 


The  Atkinson  Gas  Engine. 

This  unique  motor,  first  brought  out  in  England,  and  made 
in  the  United  States  by  the  Warden  Manufacturing  Company, 


FIG.   87.— THE  ATKINSON  GAS  ENGINE. 

is  of  the  two-cycle  type,  in  which  compression,  expansion  by 
combustion,  exhaust,  and  recharging  are  accomplished  by  the 
motion  of  the  piston  during  each  revolution  arc  produced  by  a 
toggle-joint  movement  across  the  centre  line  of  the  engine. 
Its  cyclical  recurrence  is  seemingly  a  near  approach  to  an 


154 


GAS,    GASOLINE,    AND    OIL    ENGINES. 


ideal  motor  from  the  fact  that  the  clearance  is  small  in  propor- 
tion to  the  volume  in  the  fresh  charge,  and  therefore  the  explo- 
sive effect  is  much  greater  than  in  motors  of  the  four-cycle  type. 


Fig.  87  shows  a  perspective  view  of  the  engine,  and  Fig.  88  is  a 
sectional  elevation  showing  the  movement  of  the  toggle  connec- 
tion in  producing  the  four  distinct  movements  of  the  piston  for 
each  revolution  of  the  shaft. 


VARIOUS   TYPES   OF   ENGINES   AND    MOTORS. 


155 


It  will  be  noticed  by  a  careful  inspection  of  the  sectional 
elevation  that  the  different  operations  are  obtained  by  the  addi- 
tion of  but  two  parts,  a  link  which  vibrates  through  the  arc  of 


•NOI.LIN9I    dO    JLMIOd   XV 
Ml  D  «3d  '981  9t>  J.V      398VHO 


&  circle,  a  connecting-  rod,  and  by  changing  the  position  of  the 
crank  shaft  in  relation  to  the  cylinder. 

The  outer  end  of  the  piston  connecting  rod  is  attached  to  a 


156  GAS,    GASOLINE,    AND    OIL    ENGINES. 

pin  passing  through  the  crank  connecting  rod,  and  the  latter  is 
connected  to  the  link.  The  different  centres  are  so  placed  in 
relation  to  each  other  and  to  the  centre  line  of  the  cylinder  that 
the  centre  of  the  pin  to  which  the  piston  connecting  rod  is  at- 
tached travels  in  a  curve  resembling  the  figure  eight,  passing 
over  the  portion  SC  (Fig.  88)  during  the  suction  stroke,  over 
CW  during  the  compression  stroke,  over  WE  during  the  work- 
ing or  explosive  stroke,  and  over  ES  during  the  exhaust  stroke. 

The  figure  shows  that  the  compression  stroke  is  shorter  than 
the  suction  stroke,  that  the  working  stroke  is  almost  double 
the  suction  stroke,  that  the  exhaust  stroke  ends  with  the  piston 
as  close  to  the  cylinder  cover  as  it  is  possible  mechanically  to 
have  it,  and  that  the  working  stroke  takes  place  in  one-quarter 
of  a  revolution. 

The  clearance  space  beyond  the  terminal  exhaust  position 
of  the  piston  is  so  small  that  practically  the  products  of  com- 
bustion are  entirely  swept  out  of  the  cylinder  during  the  ex- 
haust stroke,  so  that  each  incoming  charge  has  the  full  explosive 
strength  due  to  the  mixture  used. 

It  is  also  possible  to  expand  the  exploded  charge  to  such  a 
volume  that  the  terminal  pressure  will  be  reduced  to  the  lowest 
practical  point,  and  that,  owing  to  the  purity  of  the  charge,  the 
greatest  possible  pressure  will  be  attained  at  the  commence- 
ment of  the  expansion. 

In  Fig.  89  is  represented  an  indicator  card  taken  from  an 
1 8  H.P.  engine.  It  is  a  most  interesting  study  and  shows  the 
value  of  a  pure  mixture  in  the  quick  and  sharp  terminal  of  the 
explosive  effect,  occupying  only  about  0.09  of  a  second  in  dura- 
tion and  a  pressure  of  185  Ibs.  per  square  inch,  with  the  ex- 
pansion line  falling  in  good  form  to  10  Ibs.  at  the  exhaust  end 
— the  mean  pressure  being  49  Ibs. ,  which  is  equal  to  about  80 
Ibs.  mean  pressure  in  a  four-cycle  engine,  considering  the 
difference  in  idle  piston  travel  and  comparative  proportion  of 
expansion  stroke. 


VARIOUS   TYPES    OF   ENGINES   AND    MOTORS. 


157 


The  Webster  Gas  and  Gasoline  Engine. 

These   engines   as    now  made  are   improvements  on  the 
Lewis  engine  as  formerly  made.     Fig.  90  represents  the  ver- 


158 


GAS,    GASOLINE,     AND     OIL    ENGINES. 


tical  gas  and  gasoline  engine,  with  its  connections  with  the 
gasoline  supply,  cooling  tank,  and  muffler.  The  gasoline  for 
the  burner  runs  by  gravity  from  a  small  tank  on  the  wall.  The 
vertical  engines  are  made  of  2  H.  p.  for  power  and  pumping. 

In  Fig.  91  is  represented  the  horizontal  gasoline  engine  of 
this  company.     It  is  of  the  compression  four-cycle  type,  with 


FIG.  91.— THE  WEBSTER  GAS  ENGINE. 

v 

poppet  valves,  tube  igniter,  gasoline  pump,  and  regulating 
valves  for  both  gasoline  and  air  inlet,  independent  of  the  gov- 
ernor, which  is  of  the  centrifugal  ball  type,  attached  to  the 
main  shaft,  and  operates  a  regulating  cam.  The  reducing 
gear  from  the  main  shaft,  through  a  secondary  shaft,  operates 
the  exhaust  valve  and  gasoline  pump  through  the  lever  across 
the  front  of  the  bed  piece. 

In  operation,  the  air  charge  is  drawn  in  through  the  pipe  and 
regulator  valve  from  the  hollow  bed  piece  and  vaporizing 
chamber  to  the  valve  chest,  the  inlet  valve  opening  by  the  suc- 
tion of  the  piston. 

"When  running  light  the  governor  shaft  causes  the  exhaust 
valve  to  miss  its  lift,  as  also  the  gasoline  pump  to  miss  its 


VARIOUS   TYPES   OF   ENGINES   AND    MOTORS.  159 

stroke,  and  thus  the  gasoline  supply  is  cut  off  until  released 
by  the  governor.  A  small  lever  serves  to  open  the  exhaust 
valve  and  relieve  the  pressure  in  starting  the  engine. 

A  self-starting  mechanism  is  furnished  for  the  larger  size 
engines,  a  novel  and  simple  arrangement,  consisting  of  a  valve 
screwed  into  the  top  of  the  cylinder,  in  which  is  inserted  an 
ordinary  explosive  match.  By  screwing  the  valve  disc  down 
to  make  tight,  the  head  of  the  match  comes  in  contact  with  the 
seat  of  the  valve,  which  produces  a  flash  and  thus  ignites  the 
charge,  which  has  been  slightly  compressed  by  turning  back 
the  fly-wheel  with  one  hand,  while  with  the  other  hand  the 
operator  turns  the  valve  to  its  seat. 

The  sizes  of  engines  made  by  this  company  are  of  4,  6-J-,  10, 
15,  and  20  B.H.P.,  and  adapted  for  the  use  of  gas,  natural  gas, 
and  gasoline. 

The   Springfield   Gas   Engine. 

The  engines  of  the  Springfield  Gas  Engine  Company  are  of 
the  four-cycle  compression  type,  adapted  to  the  use  of  illumi- 
nating gas,  natural  gas,  producer  gas,  gasoline  gas,  and  gaso- 
line fluid  by  injection. 

The  inlet  and  exhaust  valves  are  of  the  poppet  type,  actu- 
ated by  cams  on  a  cross  shaft  over  the  cylinder  head,  the  cross 
shaft  being  driven  by  a  longitudinal  shaft  and  two  pairs  of  bevel 
gears. 

The  cams  Nos.  18  and  19  on  the  cross  shaft  (Fig.  93)  oper- 
ate the  inlet  and  exhaust  valves  by  depression  against  in- 
ternal pressure,  the  valves  being  also  held  to  their  seats  by 
springs. 

The  governor  is  of  the  horizontal,  centrifugal  type,  run- 
ning free  on  the  end  of  the  cross  shaft  and  driven  by  a  small 
belt  from  the  main  shaft.  Fig.  93  shows  an  end  view  of  the 
engine  as  fitted  for  gas.  An  air  valve  No.  8  and  the  gas  valve 
No.  35  are  on  a  vertical  spindle,  which  is  operated  by  a  cam, 
rotating  with  the  cross  shaft  and  controlled  in  its  longitudinal 


i6o 


GAS,    GASOLINE,    AND    OIL    ENGINES. 


VARIOUS   TYPES   OF   ENGINES   AND    MOTORS. 


161 


motion  by  the  governor,  making  an  off-and-on  charge.  The 
portion  of  air  charge  is  fixed  by  the  set  of  the  air  valve,  and 
the  proportion  of  the  gas  charge  is  regulated  by  adjustment  of 


FIG.  Qi.—  THE  SPRINGFIELD  GAS  ENGINE— END  VIEW. 


162 


GAS,    GASOLINE,    AND    OIL    ENGINES. 


the  gas  valve,  which  is  set  by  raising  or  lowering  the  gas-inlet 
pipe  No.  6  in  the  mixer  No.  10  by  means  of  the  set-screws 
No.  7. 

For  the  use  of  gasoline  a  small  supply  pump,  driven  from 
a  cam  on  the  longitudinal  shaft,  supplies  the  fluid  to  the  injec- 
tion plunger  with  an  overflow  to  return  the  surplus  to  the  gas- 
oline tank. 

Fig.  94  is  a  side  view  of  the  engine  as  arranged  for  control- 


FlG.  94.— GASOLINE   REGULATOR. 

ling  the  fluid  injection.  The  air-inlet  pipe  is  attached  to  the 
side  of  the  mixing  tank  ;  the  gasoline  pipe  from  the  supply 
pump  enters  at  No.  72.  No.  56  is  the  injector  plunger,  and 
No.  57  the  air- valve  stem. 

With  a  gravity  feed  the   supply  pump  is  dispensed  with. 
Electric  ignition  is  used.     The  device  is  embodied  in  a  flanged 
chamber  bolted  to  the  head  of  the  cylinder,  as  shown  in  Figs 
93  and  94,  and  the  construction  is  detailed  in  Fig.  95.     The 
upper  electrode  No.   34  vibrates  as  a  current  breaker,  and  is 


VARIOUS   TYPES   OF   ENGINES   AND    MOTORS. 

operated  by  a  snap  cam  arid  spring-  lever  at  No.  20  in  Fig.  93. 
The  lower  electrode  is  insulated  and  has  a  screw  movement 
for  adjusting  the  separation  of  the  electrodes. 

The  battery  connections  are  made  on  the  head  of  the  cylin- 


FIG.  95.— THE  IGNITER. 

der  at  the  binding  post  82,  and  to  the  insulated  electrode  at  25. 
The  battery  plant  consists  of  four  (more  or  less)  Edison- 
Lelande  cells  in  series,  a  sparking-coil,  and  switch,  as  shown 
in  Fig-.  96.  The  sparking-coil  is  more  fully  described  on  page 
75,  in  the  chapter  on  ignition  devices.  The  switch  should 
always  be  turned  off  when  the  engine  is  not  running,  to  save 
battery  waste. 


164 


GAS,   GASOLINE,  AND    OIL   ENGINES. 


The  Springfield  Gas  Engine  Company  builds  eleven  sizes 
of  gas  and  gasoline  engines,  from  i  to  40  B.H.P.  Full  details 
for  running  these  engines,  -with  reference  and  key  to  the  parts 
as  figured,  are  given  in  their  book  of  instructions. 

The  Foos  Gas  and  Gasoline  Engine. 

The  engines  of  the  Foos  Company  are  built  in  the  horizon- 
tal and  vertical  style,  and  of  16  sizes  from  2-J-  to  100  B.H.P. 


FIG.  96.— THE  BATTERY. 

They  are  all  of  the  four-cycle  compression  type,  with  poppet 
valves.  Fig.  97  represents  the  horizontal  engine  as  connected 
for  the  use  of  gasoline. 

The  exhaust  valve  on  the  opposite  side  of  the  cylinder  in 
the  cut  is  lifted  by  a  rock  shaft  and  arms  operated  by  a  con- 
necting-rod inside  of  the  engine  base,  leading  to  a  cam  on  the 
reducing-gear.  The  adjustable  spring  closes  the  exhaust 
valve.  The  regulation  is  made  by  mischarges  of  gas  or  gaso- 
line by  an  interrupter  device  on  the  charge  push-rod  leading 
from  a  cam  on  the  secondary  gear.  The  governor  L  is  of  the 


VARIOUS  TYPES   OF   ENGINES  AND   MOTORS.  165 


1 66 


GAS,    GASOLINE,    AND     OIL    ENGINES. 


horizontal  centrifugal  type,  driven  by  a  band  from  a  pulley  on 
the  main  shaft.  The  movement  of  the  governor  operates  a 
lever,  which  makes  ahit-or-miss  contact  between  the  push  rod 
and  the  pump  rod,  as  may  be  traced  by  inspection  of  the  cut 
(Fig.  97). 

When  gas  is  used,  the  pump  is  removed  and  a  lever  attach- 
ment made  in  place  of  the  pump  rod,  which  operates  a  gas 


FIG.  98.— THE  ELECTRODES. 

valve  for  intermittent  discharges  into  the  air-inlet  pipe,  in 
the  same  manner  that  the  gasoline  injection  is  made,  and  con- 
trolled in  the  same  way. 

The  charging  and  exploding  chamber  is  shown  at  B  (Fig. 
97),  and  the  details  of  its  operation  are  shown  in  Fig.  98.  The 
air  is  drawn  in  'by  the  suction  of  the  piston  through  the  valve 
shown  at  X  Y,  the  spindle  of  which  passes  through  a  subcham- 
ber  connecting  with  the  air  pipe,  and  is  regulated  in  its  ten- 
sion by  a  spiral  spring  and  adjusting  nut.  The  electrodes  are 
shown  at  D  and  E,  D  being  an  insulated  spring  with  its  bat- 
tery connection  at  D,  and  the  opposite  electrode  is  connected 
to  the  plug  at  S.  The  electrode  E  is  revolved  by  the  oscil- 


VARIOUS   TYPES   OF   ENGINES  AND    MOTORS.  167 

lating  and  sliding  bar  F,  Fig.  97,  one  end  of  which  is  con- 
nected to  an  adjustable  crank  pin  on  the  secondary  gear,  and 
the  other  to  the  crank  of  the  electrode  E.  The  slide  pivot, 
as  observed  near  the  middle  of  the  bar,  enables  the  bar  to 
transmit  a  circular  motion  to  the  electrode  in  an  opposite  di- 
rection from  the  motion  of  the  pin  on  the  secondary  gear 
wheel.  The  time  of  sparking  is  regulated  by  moving  the  driv- 
ing-pin in  its  circumferential  position  by  turning  the  slotted 
plate  K,  in  which  the  pin  is  set.  The  proper  moment  is  at  the 
end  of  the  forward  stroke  of  charge  compression.  A  relief 
valve  G  is  provided  for  relieving  the  pressure  in  the  cylinder 
when  turning  over  the  fly-wheel  for  starting. 

The  speed  of  the  engine  may  also  be  controlled  by  com- 
pressing or  loosening  the  governor  springs,  by  means  of  the 
nuts  at  each  end  of  the  springs. 

The  electric  batteries  are  of  the  Edison-Lelande  type  in 
series. 

The  Dayton  Gas  and  Gasoline  Engine. 

The  engines  of  the  Dayton  Gas  Engine  and  Manufacturing 
Company  are  built  in  the  vertical  and  horizontal  style,  and  also 
mounted  as  a  portable  engine  on  a  wagon  for  agricultural  pur- 
poses. They  are  of  the  four-cycle  compression  type,  with  the 
valve  chamber  on  the  top  of  the  cylinder  in  the  horizontal 
style,  with  poppet  valves  operated  by  straight-line  push-rods 
from  cams  on  the  secondary  shaft.  The  exhaust-valve  rod 
with  a  back  spring  is  on  one  side,  and  the  admission  valve  with 
a  positive  cam  motion  and  back  spring  is  on  the  other  side  of 
the  valve  chamber,  while  between  is  the  igniter  rod,  also  ope- 
rated by  a  cam — all  having  straight-line  motions.  The  gas  or 
gasoline  valve  is  also  operated  by  a  rod  and  push-point,  which 
is  controlled  by  the  governor. 

The  governor  is  of  the  horizontal,  centrifugal  style, 
mounted  on  the  main  shaft,  adjusted  by  springs,  and  so  ar- 
ranged that  the  engine  speed  is  regulated  by  hit-and-miss 


1 68  GAS,    GASOLINE,    AND    OIL    ENGINES. 

charges  of  gas  or  gasoline.  The  ignition  is  electric.  The 
spark  is  produced  by  the  end  of  the  push-rod  passing  an  insu- 
lated stem  in  the  mixing-chamber,  and  made  adjustable  by  a 
movable  collar  and  handle  between  spiral  springs.  The  han- 
dle on  the  igniter  rod  allows  the  electrodes  to  be  readily  cleaned 


FIG.  99.— THE  DAYTON   ENGINE. 

by  vibrating  the  rod.  The  battery  and  sparking-coil  is  simi- 
lar to  those  described  with  other  engines.  A  match  igniter  for 
starting  is  also  provided. 

The  Dayton  is  built  in  eleven  sizes,  from  2  to  50  H.P.,  and 
arranged  for  using  natural  and  producer  gas,  illuminating 
gas,  and  gasoline. 

The   Victor    Vapor  Engine. 

The  engines  of  Thomas  Kane  &  Co. ,  are  of  the  four-cycle 
compression  type,  with  poppet  valves,  ignition  by  hot  tubes  or 
,  electric  battery  and  double  sparking-coil 

Fig.  TOO  is  a  view  of  the  engine  as  fitted  for  gasoline  with 
hot-tube  igniter,  with  one  fly-wheel  off  to  show  the  arrange- 
ment of  the  valve  gear.  A  cam  on  the  secondary  gear  drives 
the  push-rod  lever  of  the  exhaust  valve,  which  is  held  back  by 
a  spiral  spring.  The  governor  is  of  the  horizontal  centrifugal 
type,  revolving  on  the  main  shaft,  and  by  overspeed  carries 


VARIOUS   TYPES    OF   ENGINES   AND    MOTORS. 


169 


I7O  GAS,    GASOLINE,    AND    OIL    ENGINES. 

the  roller  of  the  push-rod  lever  on  to  the  governor  eccentric, 
holding  the  exhaust  valve  open. 

The  gasoline  pump  forces  the  gasoline  into  a  small  cup  over 
the  vaporizer,  with  an  overflow  back  to  the  gasoline  tank. 
The  gasoline  is  fed  to  the  vaporizer  by  a  small  valve  and  sight- 
feed  cup,  and  comes  in  contact  with  the  hot  air  drawn  from 
the  exhaust  heater,  which  is  a  casing  placed  around  the  exhaust 
pipe  and  connected  with  the  vaporizer  by  a  side  neck  at  the  top 
of  the  vaporizer. 

Thus  the  gasoline  coming  in  contact  with  the  hot  air  from 
the  heater  on  extended  surfaces  inside  of  the  vaporizer  is  com- 
pletely vaporized  and  mixed  with  the  air  to  saturation  before 
it  enters  the  admission  valve,  which  opens  by  the  suction  of 
the  piston. 

Any  accidental  surplus  of  gasoline  that  may  enter  the  va- 
porizer will  drop  into  an  extension  of  the  vaporizer  below  the 
engine  feed  pipe,  and  flow  back  to  the  gasoline  tank.  An  in- 
dexed regulating  valve  in  the  vapor  pipe  near  the  admission 
valve  serves  to  regulate  the  flow  of  saturated  vapor  to  the  ad- 
mission valve,  where  it  is  mixed  with  a  further  portion  of  air 
drawn  in  by  the  piston  to  make  a  proper  explosive  mixture. 

The  electric  igniter  is  entered  through  the  walls  of  the  ex- 
haust-valve chamber,  which  is  directly  connected  with  the 
inlet- valve  chamber.  It  makes  a  double  spark  by  a  revolving 
mechanism  driven  from  the  secondary  gear  wheel  and  is  ad- 
justable, so  that  a  spark  takes  place,  one  just  before  and  one 
just  after  final  compression — this  being  one  of  the  peculiar  fea- 
tures of  this  engine,  from  which  a  high  efficiency  is  claimed; 
the  other  being  the  thin  cylinder  walls,  as  devised  by  Mr.  Pen- 
nington. 

In  Fig.  ioi  the  same  engine  is  shown  ready  for  gas  connec- 
tion, the  operation  of  which  is  the  same  as  for  gasoline,  as  far 
as  the  valve  action  and  regulation  is  concerned. 

The  sizes  of  the  "  Victor"  are  at  present  of  2,  3f ,  and  5 
B.  H.  p. 


VARIOUS   TYPES   OF   ENGINES   AND    MOTORS. 


171 


172  GAS,    GASOLINE,    AND    OIL    ENGINES. 

The    Wolverine  Motor. 

The  engines  of  the  Wolverine  Motor  Works  are  in  the  ver- 
tical style,  for  both  stationary  and  marine  power,  as  also  for 
car-motor  service.  They  are  of  the  two-cycle  and  four-cycle 
compression  type,  with  poppet  and  cylinder  port  valves.  The 
stationary  engines  are  for  gas  or  gasoline  of  any  grade  from 


FIG.  102.— THE  JUNIOR  STATIONARY. 

.63  to. 76  gravity.  The  marine  engines  use  an  injection  of 
gasoline  fluid  into  an  air  chamber,  from  which  the  vapor-and- 
air  mixture  is  drawn  into  the  closed  crank  chamber  by  the  up- 
ward stroke  of  the  piston. 

The  junior  stationary  engine  (Fig.  102)  is  of  the  four-cycle 
class,  taking  its  charge  of  gas  or  gasoline  by  the  suction  of  the 
piston,  compressing  by  the  upward  stroke,  and  exploding  by  a 
tube  or  electric  igniter.  The  gasoline  pump  as  shown  in  the 
cut  is  operated  by  a  bell-crank  lever  and  roller  running  on  an 
eccentric  on  the  secondary  gear.  The  exhaust  valve  is  ope- 
rated from  a  cam  also  on  the  secondary  gear.  The  speed  is 


VARIOUS   TYPES   OF   ENGINES   AND    MOTORS.  1 73 

controlled  by  a  simple  governor,  which  consists  of  a  single  bar 
of  steel,  operating  by  the  inertia  of  vibration.  The  junior  is 
made  with  single  cylinders  from  i  to  6  H.  p. ,  and  with  double 
cylinders  of  8  and  12  H.  p. 

In  Fig.  103  is  illustrated  the  two-cycle  stationary  motor. 
The  charging-chamber  and  valve  are  located  at  the  upper  end 
of  the  cylinder,  and  the  exhaust  ports  at  the  lower  end  of  the 


FlG.  103.— THE  TWO-CYCLE  STATIONARY. 

stroke  in  the  walls  of  the  cylinder,  and  are  uncovered  by  the 
piston  at  near  the  end  of  its  down-stroke.  The  operation  is  as 
follows :  The  up-stroke  of  the  piston  draws  a  charge  of  air  and 
gas  into  the  crank  chamber  of  engine,  the  down-stroke  com- 
presses the  gas  slightly  in  the  base,  and  when  the  piston  is 
near  the  end  of  the  down-stroke  a  port  is  opened  in  the  cylin- 
der head  which  permits  the  compressed  gas  in  the  crank 
chamber  to  pass  through  a  passage  at  the  side  of  the  cylinder 
through  the  open  port  of  the  cylinder  head  into  the  upper  end 
of  the  cylinder.  The  next  up-stroke  of  the  piston  compresses 
the  explosive  gas  mixture,  and  when  the  piston  is  near  the  end 


174  GAS,    GASOLINE,    AND     OIL    ENGINES. 

of  the  up-stroke  the  charge  of  explosive  gas  is  exploded  by  an 
electric  spark,  which  drives  the  piston  down.  "When  the  pis- 
ton is  near  the  end  of  the  down-stroke  it  uncovers  an  annular 
port  on  the  side  of  the  cylinder  which  permits  the  exhaust  to 
escape,  and  immediately  after  the  exhaust  port  opens,  the  port 
in  the  cylinder  head  is  opened,  admitting  a  new  charge,  at  the 
same  time  driving  the  balance  of  the  exploded  charge  out  of 
the  exhaust  port.  This  is  repeated  at  every  revolution. 


FIG.  104.— THE  MARINE  ENGINE. 

The  stationary  engines  are  made  in  sizes  of  f,  i,  2,  and  up 

tO  12  H.P. 

In  Fig.  104  is  illustrated  the  Wolverine  single-cylinder  ma- 
rine engine.  Its  principles  of  action  are  the  same  as  in  the 
stationary  engine,  with  the  addition  of  a  water-circulating 
pump  driven  from  an  eccentric,  through  a  rock  shaft;  a  re- 
versing gear  by  which  the  motion  of  the  engine  is  reversed, 
the  same  as  with  marine  steam  engines.  It  is  reversed  while 
running,  and  requires  no  handling  of  the  fly-wheel  for  reversal. 
It  is  made  in  sizes  of  f,  i,  2,  4,  and  6  H.P.,  with  boat  shaft  and 
propeller  complete. 


VARIOUS   TYPES   OF   ENGINES   AND    MOTORS. 


175 


In  Figs.  105  and  106  are  illustrated  the  double- cylinder  ma- 
rine engines  of  this  company.  The  eccentric  on  this  engine 
operates  the  water  pump  and  exploders  for  both  cylinders,  both 
for  the  forward  and  backward  gear. 


The  generator  is  a  pipe  with  an  open  fitting  containing  an 
air-check  valve  and  a  needle  valve  for  adjusting  the  gasoline 
injection.  The  generator  pipe  leads  to  each  crank-shaft  cham- 


76 


GAS,    GASOLINE,    AND     OIL    ENGINES. 


ber,  with  a  light  check  to  each  opening  to  prevent  back  draught 
from  one  cylinder  to  the  other  by  the  alternate  strokes  of  the 
pistons.  The  down-stroke  of  the  piston  opens  an  exhaust  port 
through  the  walls  of  the  cylinder,  and  at  the  same  time  com- 
presses the  explosive  mixture  that  has  been  drawn  in  at  the 


previous  up-stroke  of  the  piston.  A  connection  between  the 
crank  chamber  and  a  valve  chamber  on  top  of  the  cylinder 
head  allows  the  compressed  air-and-vapor  mixture  to  flow 
through  a  piston  valve  into  the  cylinder  at  the  moment  that 
the  pressure  is  relieved  by  the  exhaust.  The  return  up-stroke 


VARIOUS   TYPES    OF    ENGINES   AND    MOTORS.  177 

compresses  the  gas  mixture,  which  is  exploded  by  the  trip  of 
the  electric  exploding-device.  By  a  novel  arrangement  of 
sector  and  lever  the  engine  is  reversed. 

Another  device  for  reversing  the  propeller  wheel,  made  by 
this  company,  is  a  double  concentric  shaft  with  a  sleeve  and 
lever,  by  which  the  longitudinal  shifting  of  the  centre  shaft 
causes  the  blades  to  turn  for  stopping  or  backing. 


The  Fairbanks-Morse  Gas  Engine. 

The  engines  of  Fairbanks,  Morse  &  Co.  are  all  of  the  four- 
cycle compression  type.  The  horizontal  style  is  built  in  eleven 
sizes,  from  3  to  70  B.H.P.,  and  the  vertical  style  of  2  B.H.P. 
The  design  of  these  engines,  which  is  mostly  based  on  the 
Caldwell-Charter  patents,  has  a  simplicity  of  construction  in 
which  the  least  number  of  moving  parts  has  been  a  leading 
feature. 

The  valves  are  of  the  poppet  type,  the  exhaust  valve  being 
operated  by  a  direct  line  push-rod  with  a  roller  contact  with 
the  cam  on  the  secondary  gear ;  the  roller  being  thrown  on  or 
off  the  cam  by  a  bell-crank  arm  moved  by  the  governor. 

The  governor  is  of  the  centrifugal  type  attached  to  the  fly- 
wheel,  counterbalanced  by  spiral  springs  and  made  adjustable 
by  set  nuts. 

To  the  exhaust  valve  push-rod  is  attached  an  arm  that  ope- 
rates the  gas  inlet- valve  in  connection  with  the  air  pipe  extend- 
ing from  the  base  of  the  engine.  The  gas  valve  has  an  index 
valve  to  regulate  the  flow  of  gas. 

A  mixing-chamber  in  the  head  of  the  cylinder  is  insulated 
from  the  combustion  chamber  by  an  inlet-check  valve,  self- 
operating,  held  to  its  seat  by  a  spring,  and  entirely  enclosed 
within  the  mixing-chamber  by  the  flanged  projection  from  the 
cylinder  head.  This  arrangement  makes  this  a  free-working 
valve  and  avoids  leakage  or  undue  friction. 

Hot  tube  and  electric  ignition  are  used  as  preferred.     The 


I7<*  GAS,    GASOLINE,    AND     OIL    ENGINES. 

electrodes  are  located  in  the  head  of  the  cylinder,  with  its 
sparking- -  device  operated  by  the  exhaust  -  valve  push -rod 
through  a  second  push-rod  and  arms. 


The  engine  as  arranged  for  gas  is  shown  in  Fig.  107. 
The  gasoline  engines  (Figs.  108,  109,  no,  and  in)  of  va- 
rious  sizes  represent   the    arrangement  for  gasoline.      They 


VARIOUS   TYPES   OF  ENGINES   AND    MOTORS.  I  79 

have  a  gasoline  pump  attached  to  the  base  of  the  engine  di- 
rectly under,  and  driven  by  a  crank  pin  on  the  face  of  the  ex- 
haust eccentric.  The  pump  drawing  a  supply  from  a  tank 
placed  in  a  safe  place  below  the  level  of  the  pump,  discharges 
into  a  small  reservoir  (P  in  Fig.  109,  and  also  shown  in  the  cyl- 
inder heads  of  Figs.  108  and  no),  and  overflows  the  surplus 
back  to  the  tank.  A  small  valve  K  in  the  reservoir  P  regu- 


FlG.    108.— THE  FAIRBANKS-MORSE  GASOLINE  ENGINE,  3  TO  5  H.P. 

lates  the  flow  of  gasoline  to  the  mixing-chamber.  In  the  air 
pipe  is  a  nozzle  leading  to  the  reservoir  P,  and  the  ingoing  air 
draws  from  the  nozzle  the  proper  amount  of  gasoline  to  form 
a  perfectly  combustible  mixture  of  gasoline  and  air. 

Each  suction  of  the  engine  draws  up  fresh  gasoline  from 
the  reservoir  P,  and  always  the  same  quantity,  as  controlled  by 
the  supply  or  throttle  valve  K. 

The  self-starting  devices  are  shown  in  Figs,  in  and  112, 
and  consist  of  a  small  hand  air-pump  for  medium-sized  engines, 


i8o 


GAS,    GASOLINE,    AND    OIL    ENGINES. 


VARIOUS   TY^ES   OF   ENGINES   AND    MOTORS.  l8l 


182 


GAS,    GASOLINE,    AND    OIL    ENGINES. 


VARIOUS   TYPES   OF    ENGINES   AND    MOTORS. 


184  GAS,    GASOLINE,    AND    OIL    ENGINES. 


PlG.  113.— THE  VERTICAL  ENGINE,  SHOWING  RATCHET  CRANK  FOR  STARTING  ENGINE, 


VARIOUS   TYPES   OF   ENGINES  AND    MOTORS.  185 


FIG.   114.— THE  VERTICAL  GEARED  ENGINE  ON  ONE  BASE  FOR  PUMPING  AND  HOISTING. 


1 86  GAS,    GASOLINE,    AND    OIL    ENGINES. 

and  a  hand  crank  pump  on  the  larger  size  attached  to  the  base 
of  the  engine.  A  small  receptacle  in  the  base  of  the  pump  is 
charged  with  gasoline  of  sufficient  quantity  for  a  single  engine 
charge.  The  operation  of  the  pump  then  charges  the  cylinder, 
and  a  match  exploder  fires  the  charge. 

The  small  vertical  engines  of  this  company  are  illustrated 
in  Figs.  113  and  114,  for  power  and  pumping  purposes. 

The  bearings,  crank,  and  valve  gear  are  enclosed  in 
the  base  and  run  in  an  oil  bath,  so  that  the  piston  and  other 
moving  parts  are  perfectly  lubricated  by  the  dash  of  the 
crank. 

Fig.  113  shows  the  ratchet  crank  for  starting  the  engine, 
and  Fig.  114  shows  the  geared  engine  on  one  base  as  used  for 
pumping  or  hoisting. 


The  Ruger  Gas  and  Gasoline  Engine. 

The  Ruger  gas  and  gasoline  engines  are  built  in  the  verti- 
cal style,  as  in  Fig.  115,  of  i,  2-£,  5,  and  8  B.H.P.  ;  and  in  the 
horizontal  style,  of  10,  15,  20,  25,  30,  35,  and  50  B.H.P.  They 
are  of  the  four-cycle  compression  type ;  are  arranged  for  gas, 
gasoline  vapor  or  liquid,  natural  and  producer  gas.  The  gas 
engines  have  three  poppet  valves  in  two  valve  chambers,  and 
the  gasoline  engines  have  only  two  poppet  valves  in  one 
valve  chamber. 

Any  of  the  valves  can  be  quickly  removed,  cleaned,  and 
replaced  by  the  unscrewing  of  a  plug.  The  adjustments 
are  simple,  and  the  ignition  by  hot  tube  or  electric  spark,  as 
desired. 

The  governing  is  accomplished  by  controlling  the  exhaust 
valve;  that  is,  holding  it  open  when  the  speed  is  above  the 
normal.  The  governor  is  located  in  the  secondary  gear,  and 
by  its  centrifugal  action  retards  the  closing  of  the  exhaust 
valve — thus  relieving  the  piston  from  doing  work  by  com- 


VARIOUS    TYPES   OF    ENGINES   AND    MOTORS,  187 


FIG.  115.— THE  RUGER  VERTICAL  GASOLINE  ENGINE. 


PIG.   116.— THE  RUGER  HORIZONTAL  GAS  ENGINE,  15  H.P. 


1 88  GAS,    GASOLINE,    AND    OIL    ENGINES. 

pressing  idle   charges  of    air   when   the   engine  is  running 
light. 

The  large  sizes  for  electric  lighting  are  built  double,  with 
impulse  at  every  revolution  of  the  shaft.  For  30  H.P.  and  over, 
a  self-starting  device  is  provided.  The  gasoline  pump  is  driven 
by  an  adjustable  lever  and  rod  operated  from  a  cam  on  the  re- 
ducing-gear. 


FIG.   117.— THE  RUGER,   10  H.P. 

The  pumping  engines  are  vertical,  and  carry  the  pump  and 
gear  on  the  same  base. 

The  igniting  device  is  hot  tube  or  electric,  as  preferred. 

A  special  starting-device  is  furnished  with  the  large  en- 
gines. 

The  American  Gas  Engine. 

The  American  Gas  Engine  Company  have  the  control  of 
the  American  patents  of  the  Griffin  gas  engines,  and  of  Dick 
Kerr  &  Co.  of  London,  and  Kilmarnock  in  Scotland.  The 
Western  Gas  Construction  Company  are  the  manufacturers  of 
these  engines  in  all  the  patterns  as  made  in  Europe. 

In  Fig.  118  is  illustrated  their  four-cycle  compression  en- 
gine, with  poppet  valves  operated  from  a  longitudinal  cam 
shaft  driven  by  spiral  gear — the  gas  and  air  inlet  entering 


VARIOUS    TYPES    OF    ENGINES   AND    MOTORS.  189 


190 


GAS,    GASOLINE,    AND     OIL    ENGINES. 


VARIOUS   TYPES   OF   ENGINES  AND    MOTORS. 

through  the  cylinder  Head.  The  exhaust  is  on  the  opposite 
side  of  the  cylinder;  its  valve  is  operated  by  a  lever  and  roller 
from  a  cam  on  the  valve-gear  shaft. 

In  Fig.  1 1 9  is  illustrated  the  double-acting  engine  of  this 
company.  It  is  essentially  of  the  Griffin  style  as  made  in  Eu- 
rope, with  an  impulse  on  each  side  of  the  piston.  The  piston 
rod  works  through  a  stuffing-box  in  the  front  end  of  the  cylin- 
der, with  the  connecting-rod  carried  in  a  cross-head  working  in 


FIG.  120.— THE  GRIFFIN  DOUBLE-ACTING  CYLINDER,  TWO-CYCLE  TYPE. 


a  slide  frame,  as  in  ordinary  steam-engine  practice.  All  the 
valves  are  of  the  poppet  type,  operated  by  cams  on  a  single 
cam  shaft,  giving  positive  movement  to  every  working  part. 
Tube  or  electric  ignition. 

A  ball  governor,  operated  by  bevel  gear  from  the  cam  shaft, 
controls  the  gas  inlet  valve  for  both  ends  of  the  cylinder.  The 
timing- valves  are  slide  valves,  also  operated  by  cams  on  the 
cam  shaft,  and  so  arranged  that  the  time  of  ignition  can  be 
adjusted  and  made  uniform  independent  of  the  eccentricities  of 
the  hot  tube. 

In  Fig.  120  is  represented  the  construction  of  the  cylinder 


192 


GAS,    GASOLINE,    AND     OIL    ENGINES. 


of  the  engine  as  made  in  England,  showing  the  water-cooling 
jacket  around  the  piston  rod. 

As  a  double-acting  engine  using  the  fourth  stroke  of  the 
piston  each  way  as  an  impulse  stroke,  it  makes  the  action  of 
the  engine  equivalent  to  a  two-cycle  type  for  steadiness  of  run- 
ning. The  single-acting  engines  are  made  in  six  sizes,  from 
i-J  to  u^  B.  H.P.  The  double-acting  engines  are  made  also  in 
six  sizes,  from  4  to  i8-J  B.H.P. 

The  Vreeland  Gas  Engine. 

This  engine  is  designed  in  the  four-cycle  compression  type, 
with  the  principal  exhaust  through  ports  in  the  cylinder,  un- 


FIG.   121.— THE  VREELAND  GAS  ENGINE. 

covered  by  the  piston  at  the  end  of  the- explosive  stroke.  It 
has  also  a  supplementary  exhaust  valve  in  the  head  of  the  cyl- 
inder for  completing  the  exhaust  by  the  return  stroke.  The 
supplementary  exhaust  valve  is  operated  by  a  lever  across  the 
cylinder  head  and  a  push-rod  moved  by  a  cam  on  the  reducing 
gear. 


VARIOUS   TYPES   OF   ENGINES   AND    MOTORS.  1 93 

The  supplementary  exhaust  valve  has  a  free  communica- 
tion by  a  pipe  with  the  main  exhaust.  Both  the  cylinder  and 
cylinder  head  have  a  water-cooling"  circulation.  An  indepen- 
dent push-rod  from  the  gas-valve  stem  to  a  cam  on  the  reduc- 
ing-gear  is  controlled  in  its  motion  by  the  lateral  movement  of 
a  roller,  which  is  actuated  through  a  bell-crank  lever  from  the 
centrifugal  ball  governor.  The  governor  is  on  a  vertical 
spindle  driven  by  a  bevel  gear  attached  to  the  reducing-gear — 
thus  making  a  mischarge  at  the  moment  that  the  speed  ex- 
ceeds the  normal  adjustment  of  the  governor. 

Ignition  is  by  hot  tube  on  top  of  the  combustion  chamber. 

A  relief  cock  at  mid-stroke  facilitates  easy  starting.  These 
engines  are  built  in  seven  sizes,  from  2  to  20  B.H.P. 

The  Backus  Gas  Engine. 

The  engines  of  the  Backus  Water  Motor  Company  are  built 
in  the  horizontal  and  vertical  styles,  as  illustrated  in  Figs.  123 
and  124.  The  horizontal  engines  are  built  in  fifteen  sizes, 


FIG.    122.— THE  BACKUS  HORIZONTAL  GAS  ENGINE. 

from  5  to  60  B.H.P.  They  are  of  the  four-cycle  compression 
type,  with  the  principal  exhaust  ports  in  the  side  of  the  cylin- 
der opened  by  the  piston  at  the  end  of  the  impulse  stroke. 
They  have  also  a  supplementary  exhaust  valve  in  the  cylinder 
head,  with  its  exhaust  passage  connecting  with  the  main  ex- 


194  GAS,    GASOLINE,    AND    OIL    ENGINES. 

haust.  The  exhaust  push-rod  is  operated  by  an  eccentric  on 
the  reducing-gear  shaft,  and  carries  a  pendulum  governor  piv- 
oted in  the  square  box  seen  in  the  illustrations  of  the  horizon- 


tal  engines  (Figs.  122  and  123).  The  push-blade  of  the  gover- 
nor is  pivoted  in  the  same  box  as  the  pendulum,  with  one  end 
loosely  locked  in  a  Y-extension  of  the  pendulum.  The  adjust- 
ment can  be  made  while  the  engine  is  running,  by  a  small 


VARIOUS    TYPES    OF   ENGINES   AND    MOTORS. 


195 


screw  seen  in  the  front  side  of  the  small  box,  which  com- 
presses a  spiral  spring  against  a  lug  extending  upward  from 
the  pendulum  socket.  The  concave  piston  and  cylinder  head 


FlG.  124.— THE  BACKUS  VERTICAL  GAS  ENGINE. 

are  used  in  the  Backus  engines  for  the  greatest  volume  in  the 
combustion  chamber  with  the  least  wall  surface. 

The  Backus  vertical  engine  is  illustrated  in  Fig.  1 24,  and  a 
section  in  Fig.  125.  The  valves  are  of  the  poppet  type.  The 
exhaust  valve  has  its  motion  controlled  by  a  cam  on  the  reduc- 


196 


GAS,    GASOLINE,    AND     OIL    ENGINES. 


ing-gear,  while  the  gas  valve  is  governed  by  a  centrifugal  gov- 
ernor in  the  pulley.  The  governing  is  by  limiting  or  shutting 
off  the  gas,  but  the  general  regulation  is  made  by  an  index 
valve.  The  gas  inlet  is  through  the  air-inlet  valve  seat,  so  that 
when  the  engine  stops  the  air  valve  closes  the  gas  inlet  by  the 


PlO.   125.— VERTICAL,  SECTION  OF    THE   BACKUS   GAS    ENGINE. 


action  of  its  spiral  spring,  which  is  not  shown.  This  is  inde- 
pendent and  automatic,  and  prevents  the  escape  of  gas  by  leav- 
ing the  gas  valve  open. 

The  concave  piston  and  cylinder  head  are  shown  in  the  cut ; 
the  gas  inlet  at  a,  combined  gas-and-air  valve  at  b,  and  the  ex- 
haust valve  at  d. 

The  Hartig  Gas  Engine. 

The  engines  of  the  Hartig  Standard  Gas  Engine  Company 
are  all  made  in  the  vertical  style  for  gas  or  gasoline  vapor, 


VARIOUS    TYPES    OF    ENGINES    AND    MOTORS. 


I97 


from  a  carburetter  that  gives  a  saturated  air-vapor  mixture, 
which  is  not  explosive  until  a  further  admixture  of  air  in  the 
mixing-chamber  of  the  engine  completes  its  explosive  quality. 


FIG.   126.— THE  HARTIG  GAS   ENGINE. 


The  engines  are  of  the  four-cycle  compression  type ;  ignition 
by  hot  porcelain  tube  or  electric  spark,  and  time  igniter  for  the 
hot  tube.  The  valves  are  of  the  poppet  type.  The  exhaust 


GAS,    GASOLINE,    AND     OIL    ENGINES. 

valve  is  operated  from  a  reducing-spur  gear  by  crank  pin,  rod, 
and  lever.  The  governor  is  of  the  centrifugal  lever  type,  con- 
nected to  a  cam  sleeve  that  has  a  circular  motion  by  the  move- 
ment of  the  balls,  and  a  longitudinal  motion  by  a  spiral  slot  in 


FIG.  127.— THE  HARTIG  PUMPING  ENGINE. 

the  sleeve  moving  over  a  fixed  pin  in  the  main  shaft.  By  this 
means  the  longitudinal  movement  of  the  sleeve  rides  the  push- 
rod  roller  of  the  gas  valve  on  to  or  off  the  cam,  in  such  a  way 
as  to  graduate  the  gas  charges  to  meet  the  speed  emergency. 

The  adjustment  of  the  governor  is  made  by  spiral  springs 
holding  the  balls  in  the  position  for  normal  speed. 


VARIOUS   TYPES  OF   ENGINES   AND    MOTORS. 


199 


The  inlet-valve  stem  carries  a  double  disc.  The  lower  one 
is  proportionally  small  for  the  gas  passage,  while  the  air  is 
drawn  in  between  the  discs,  the  tipper  and  larger  valve  dis- 
charging the  mixture  into  the  explosion  chamber. 

Fig.  126  illustrates  the  power  engine,  which  is  made  in  sev- 
eral sizes,  from  •£•  to  8  B.  H.  p. 

Fig.  127  represents  the  pumping  attachment  operated  from 
spur  gear,  all  fixed  complete  on  one  base. 

These  engines  as  observed  run  on  a  consumption  of  from 
1 8  cubic  feet  of  gas  in  the  larger  sizes  to  20  cubic  feet  in  the 
smallest  size  per  horse-power  per  hour.  The  pumping  engines 
are  of  a  capacity  to  force  water  to  the  highest  city  buildings. 

The  Allman  Gas  and  Gasoline  Engine. 

The  Allman  engines  are  built  in  both  the  horizontal  and 
vertical  style.  The  horizontal  engine  (Fig.  128),  in  several 


FIG.  128.— THE  ALLMAN  GAS  AND  GASOLINE  ENGINE. 


2  GO 


GAS,    GASOLINE,    AND    OIL    ENGINES. 


sizes  from  2  to  15  B.H.P.,  is  of  the  four-cycle  compression  type, 
mounted  on  a  substantial  iron  base.  The  valves  are  of  the 
poppet  type,  the  exhaust  valve  being  operated  by  a  cam  on  the 
reducing-gear,  and  a  roller  disc  on  a  lever  actuating  a  second 


FlO.  129.— THE  ALLMAN  VERTICAL. 

lever  at  the  valve  stem  through  a  connecting  rod.  The  gov- 
ernor is  a  novel  application  in  its  adaptation  to  both  governing 
and  in  balancing  the  crank  motion. 

The  block  shown  on  the  hub  of  the  fly-wheel  (Fig.  128)  is 
the  frame  plate  of  the  governor,  which  supports  a  radial  pin 
on  which  slides  a  rectangular  block  of  steel,  with  angular 


VARIOUS  TYPES   OF   ENGINES   AND    MOTORS.  2OI 

grooves  on  each  side,  in  which  the  pins  of  a  yoke  lever  slide 
by  the  centrifugal  action  of  the  steel  block. 

The  other  end  of  the  yoke  lever  has  also  a  yoke  that  strad- 
dles the  sliding-sleeve  on  the  main  shaft,  in  which  are  pins  en- 


FlG.  130.— THE  ALLMAN  VERTICAL,  2<  H.P.  ACTUAL. 

tering  a  groove  in  the  sleeve,  and  thus  by  the  centrifugal  ac- 
tion of  the  sliding  steel  block  controls  the  movement  of  the 
sleeve  in  the  direction  of  the  axis  of  the  shaft. 

At  the  outer  end  of  the  radial  pin,  a  spiral  spring  adjusted 
by  a  nut  and  check  nut  holds  the  steel  sliding-block  to  the 
proper  position  at  the  normal  speed  of  the  engine.  By  the  ad- 


2O2  GAS,    GASOLINE,    AND    OIL    ENGINES. 

justment  of  the  tension  of  the  spring,  the  governor  controls 
the  engine  at  any  desired  speed. 

A  second  groove  in  the  sliding-sleeve  operates  a  yoke  lever 
and  bell  crank,  touching  the  gas-valve  stem  with  an  adjusting 
screw — thus  regulating  the  gas  charge  volume  or  cutting  off  as 
required. 

The  vertical  engine,  of  this  company  (Fig.  129)  are  made 
on  the  same  general  principles  as  the  horizontal  type,  and  of  2, 
3,  and  4  B.H.P. 

The  governor  on  the  vertical  engine  is  of  the  horizontal, 
centrifugal  ball  type,  with  bell-crank  movement  of  a  sleeve  on 
the  main  shaft — the  governor  being  located  in  the  pulley. 

The  lever,  which  is  operated  by  a  groove  in  the  governor 
sleeve,  extends  down  to  and  ending  with  a  roller  disc  that  rides 
on  an  adjustable  wedge,  resting  on  the  arm  of  a  rock  shaft,  the 
opposite  arm  of  which  lifts  the  gas- valve  stem. 

The  range  of  travel  of  the  push-roller  on  the  wedge  is  lim- 
ited by  the  governor,  and  thus  makes  a  variable  charge  of  gas. 

The  smallest  size  vertical  of  f  B.H.P.  (Fig.  130)  are  con- 
structed on  the  same  general  principles  as  the  larger  engines, 
but  with  a  pedestal  and  base  in  one  solid  piece.  The  govern- 
ing is  in  the  same  line  as  described  for  the  larger  vertical  en- 
gines, but  is  applied  to  the  exhaust  valve,  which  is  made  to 
open  partially  or  fully,  or  remain  closed  for  regulating  the 
speed — the  wedge  action  for  the  exhaust  valve  being  the  same 
as  for  the  gas  charge  in  the  other  engines. 

The  Nash  Gas  Engine. 

The  Nash  engines  are  built  by  the  National  Meter  Com- 
pany. They  are  of  the  vertical  style,  in  nine  sizes  from  \  to 
10  H.P.  with  single  cylinders  ;  and  in  ten  sizes  from  10  to  200 
H.  P.  with  double  and  quadruple  cylinders.  The  smaller  en- 
gines are  of  the  two-cycle  compression  type,  taking  an  impulse 
at  every  revolution  in  each  cylinder,  thus  making  the  action  of 


VARIOUS    TYPES   OF   ENGINES   AND    MOTORS.  203 


FIG.    132.— THE  NASH  VERTICAL  ENGINE,  SINGLE  CYLINDER. 


204 


GAS,    GASOLINE,    AND    OIL    ENGINES, 


FlG.   133.— THE  NASH  DOUBLE  CYLINDER  ENGINE,  10  TO  75  H.P.,  SPECIALTY  FOR 
ELECTRIC  LIGHTING. 

the  double-cylinder  engines  equivalent  to  the  action  of  a  single- 
cylinder  steam  engine  or  an  impulse  at  each  half-revolution  of 
a  single  crank. 

The  double-cylinder  engine  (Fig.  133),  the  single  cylinder 


VARIOUS   TYPES   OF   ENGINES   AND    MOTORS. 


205 


with  double  fly-wheel  (Fig.  132),  and  the  sn.all  single  cylinder 
with  one  fly-wheel  (Fig.  134)  represent  the  general  appearance 
of  the  engines  of  this  company.  They  are  all  adapted  for  the 


FIG.  134.— THE  NASH,  SMALL  SIZES. 

use  of  illuminating  gas,  gasoline,  natural  or  producer  gas.     Ig- 
nition is  by  hot  tube  or  the  electric  spark,  as  desired. 

The  larger  engines  have  poppet  valves,  and  are  of  the  four- 
cycle compression  type,  and  are  now  made  in  one-,  two-,  and 
four-cylinder  vertical  style,  with  reducing-gear  and  cam  shaft, 
which  operates  the  inlet  and  exhaust  valve  by  direct-acting 
push-rods  with  back  springs.  The  inlet-valve  push-rods  have 


2O6 


GAS,    GASOLINE,    AND     OIL    ENGINES. 


bracket  arms  with  pivoted  -push-blades  that  regulate  the  gas 
charge  by  the  governor  through  a  rock  shaft  and  levers,  which 
trip  the  push-blade  contact  for  each  gas-inlet  valve. 

This   class  of  two-   and   four-cylinder  engines   is  built  in 


PlG.   135.— SIDE  SECTION   ELEVATION. 

many  sizes,  ranging  up  to  200  B.H.P.,  with  multipolar  genera- 
tors on  the  same  base  for  electric  lighting.  Also  combination 
pumping  engines  on  a  single  base  for  deep  wells ;  also  combi- 
nation engines  and  air  compressors  adapted  to  any  required  air 
pressure. 


VARIOUS   TYPES    OF   ENGINES   AND    MOTORS. 


207 


Some  of  the  smaller  Nash  engines  and  the  small  pumping 
engines  are  provided  with  piston  valves.  In  the  two-cycle  en- 
gines a  combustion  chamber  is  formed  in  the  head  of  the  cyl- 


FlG.   136.— END  SECTION  ELEVATION. 

inder,  as  seen  in  the  sections  (Figs.  135  and  136)  into  which 
the  supply  port  and  inlet  valve  opens.  The  lower  end  of  the 
cylinder  opens  into  a  closed  crank  chamber,  into  which  the  gas- 
and-air  mixture  is  drawn  by  the  upward  motion  of  the  piston, 
through  the  mixing  valve  not  shown.  By  the  design  of  the 


208 


GAS,    GASOLINE,    AND     OIL    ENGINES. 


mixing- valve  the  inflow  of  gas  and  air  is  adjusted  partly  by  the 
relative  proportions  of  the  valve-seat  openings.      The  flow  of 


FIG.  137.— GAS  VALVE. 


gas  is  further  controlled  by  an  independent  index-gas  valve 
(Fig.  137),  so  that  the  charge  is  always  uniform  in  quality  and 
density.  By  the  downward  motion  of  the  piston  the  mixture 


GA3- 
WPPLY 


FIG.    138.— THE  EXHAUST   PORTS. 


is  compressed  in  the  close  crank  case,  and  is  supplied  to  the 
combustion  chamber  through  a  passage  shown  in  Fig.  135, 
passing  a  valve,  K,  operated  and  controlled  by  the  governor,  for 


VARIOUS    TYPES    OF    ENGINES    AND    MOTORS. 


209 


the  purpose  of  varying  the  mixture  charge  to  the  needs  for  uni- 
form engine  speed.  The  larger  inlet  valve  at  the  end  of  the 
passage  is  opened  by  a  cam  on  the  main  shaft  through  a  roller 
contact  and  push-rod,  and  closed  by  a  spring. 

The  piston  igniter  is  also  a  timing- valve,  having  a  cavity, 


FIG.    139.— THE  NASH  VERTICAL  WITH  PISTON  VALVE. 

globular  in  shape,  that  receives  its  charge  through  a  tangential 
opening  that  produces  a  vortical  motion  by  which  the  gas  and 
air  are  thoroughly  mixed,  and  by  a  further  movement  of  the 
piston  the  cavity  is  fired  and  the  burning  contents  projected 
into  the  combustion  chamber  of  the  cylinder.  It  receives  its 
motion  from  an  eccentric  on  the  shaft  and  a  connecting  rod. 
These  engines  exhaust  through  ports  in  the  cylinder  at  the 


2IO 


GAS,    GASOLINE,    AND     OIL     ENGINES. 


end  of  the  piston  stroke  into  an  annular  chamber  on  the  out- 
side of  the  cylinder  wall.  In  Fig-.  138  is  shown  the  exhaust 
port  chamber,  cover  off,  with  the  ports  in  sight.  This  is  one 


of  the  earlier  styles  of  the  Nash  engine  with  the  gas-index 
valve  opening  through  the  side  of  the  cylinder,  with  its  inlet 
port  uncovered  during  part  of  the  upward  stroke  of  the  piston. 
In  Fig.  139  is  shown  the  vertical  engine,  with  the  piston-ig- 
nition valve  separate  at  the  left  of  the  engine  cut.  It  is  also 
shown  in  Fig.  32,  in  the  chapter  on  ignition  devices. 


VARIOUS   TYPES   OF   ENGINES   AND    MOTORS.  211 

The  Nash  horizontal  pumping  engine  (Fig.  140)  is  espe- 
cially adapted  for^  elevating  water  to  the  upper  floors  of  build- 
ings. It  is  of  the  two-cycle  type,  with  piston  gas  and  exhaust 
valves  operated  from  eccentrics  on  the  crank  shaft.  It  is  ope- 
rated with  either  gas  or  gasoline. 

The  pump  is  located  vertically  within  the  engine  frame, 
with  a  bell-crank  lever  above,  and  connecting  rods  to  pump 
and  engine  pistons.  This  is  the  smallest  engine  made  by  this 
company,  has  a  three-inch  cylinder,  four-inch  stroke,  and  is 
equal  to  -J-^B.H.P.  in  water  delivered,  or  100  gallons  100  feet 
high  per  hour. 

The  Prouty  Electro-Gasoline  Engine. 

The  engines  of  The  Prouty  Company  are  built  in  the 
vertical  style,  from  5  H.  p.  upward.  It  is  designed  for  station- 
ary and  road- wagon  service,  and  for  this  last  purpose  the  water- 
cooling  arrangement  is  a  departure  from  the  practice  in  othet 
engines,  by  the  use  of  a  small  metal  tank  placed  directly  over 
the  cylinder,  as  shown  in  the  cut  (Fig.  141).  By  the  quick  and 
direct  circulation,  the  evaporation  of  the  warm  water  and 
radiation  of  the  tank  surface  are  sufficient  to  keep  the  cylinder 
walls  at  the  proper  temperature. 

The  engines  are  of  the  four-cycle  compression  type,  using 
poppet  valves  with  electric  ignition  by  contact  points,  ope- 
rated from  a  cam  on  the  reducing-gear  shaft. 

Primary  or  storage  batteries  are  used.  The  governor  is 
located  on  a  disc  attached  to  the  reducing-shaft. 

A  gasoline  pump,  on  the  level  with  the  tank  at  the  left  in 
the  cut,  is  driven  by  a  cam  on  the  governor  shaft  and  con- 
trolled by  the  governor.  The  gasoline  is  thus  discharged  in 
regulated  quantity  against  the  bottom  of  the  intake  valve ;  its 
opening  is  automatically  closed,  so  that  there  is  no  possibility 
of  spilling  or  discharge  from  the  air  inlet  by  the  jarring  or  tip- 
ping of  a  wagon  or  carriage  which  the  engine  is  driving.  The 
pump  has  a  positive  throw  controlled  by  the  governor,  which 


212 


GAS,    GASOLINE,    AND     OIL    ENGINES. 


itself  is  not  influenced  by  the  jostling  of  a  vehicle.  The  design 
of  this  engine  was  in  view  of  its  adaptation  for  driving  road 
and  traction  wagons.  It  is  also  built  for  stationary  power. 


FIG.  141.  —THE   PROUTY   ELECTRO-GASOLINE   ENGINE. 

A  peculiar  muffler  made  by  this  company  gives  a  silent  dis- 
charge of  the  exhaust  so  desirable  in  road  and  street  motors. 

Ignition  by  spark  takes  place  in  the  inlet  throat,  between 
the  valve  chamber  and  cylinder,  and  at  such  time  as  to  avoid 
the  jar  from  sudden  explosion  at  the  exact  end  of  the  stroke  of 
the  piston. 


VARIOUS    TYPES    OF    ENGINES   AND    MOTORS. 


213 


The  Lambert  Gas  and  Gasoline  Engine. 

The  engines  built  by  the  Lambert  Gas  and  Gasoline  Engine 
Company  are  all  of  the  horizontal  four-cycle  type.     They  are 


FIG.  142.— THE  LAMBERT  ENGINE,  FRONT  END  VIEW. 

scheduled  in  fifteen  sizes,  from  i  to  40  B.  H.  p.     The  valves  are 
all  of  the  poppet  type  and  are  operated  by  a  secondary  shaft  and 


FIG.  143.— EXHAUST  VALVE  BOX,  WATER  HEAD  OFF. 

worm  reducing-gear.  The  exhaust  valve  is  opened  by  a  lever 
across  and  under  the  end  of  the  cylinder,  the  lever  having  a 
roller  riding  against  a  cam  on  the  secondary  shaft.  The  ex- 


214 


GAS,    GASOLINE,    AND     OIL    ENGINES. 


haust  chamber  (Fig.  143)  has  a  water  circulation  through  a 
jacket,  and  the  cylinder  head  is  also  jacketed  and  connected, 
so  that  there  can  be  no  leak  into  the  cylinder  from  the  water 
circulation. 

In  Fig.  144  is  shown  the  left  side  with  the  valve  gear  and 


location  of  the  governor,  which  is  driven  by  a  bevel  gear  on 
the  secondary  shaft. 

In  Fig.  145  is  shown  the  detailed  end  view  of  the  engine; 
the  bell-crank  lever,  that  operated  the  gas-inlet  valve  from  a 
cam  on  the  secondary  shaft,  as  also  the  sparking-cam  o  at  the 
end  of  the  shaft. 


VARIOUS   TYPES    OF   ENGINES   AND    MOTORS. 


215 


The  spark-breaker  and  electrode  are  fixed  on  a  small-eared 
flange  bolted  to  the  cylinder  head,  through  which  a  rock  shaft 
and  insulated  electrode  pass.  One  arm  of  the  rock  shaft 
presses  the  electrode  on  the  inside,  while  the  outside  arm  is 
attached  to  a  connecting  rod,  operated  by  the  spring  lever  s 
and  cam  block  k,  which  is  adjustable.  The  amount  of  pres- 


FlG.  145.— THE  LAMBERT  VALVE  AND  IGNITION  GEAR. 

sure  of  the  inside  arm  is  adjusted  by  the  nuts  x  and  y  on  the 
connecting  rod. 

In  Fig.  146  is  shown  the  electric  battery,  spar  king-coil,  and 
wiring,  in  which  H  and  G  are  the  binding  posts  on  the  valve 
chamber  and  insulated  electrode.  A  relief  cock  is  furnished 
for  starting  these  engines. 

In  Fig.  147  is  shown  the  gas  regulator  used  with  the  Lam- 
bert engines — a  most  useful  adjunct  where  the  gas  pressure  is 
not  uniform.  A  priming-cup  for  starting  the  gasoline  engines 
and  a  gasoline  pump  operated  by  the  cam  shaft  is  not  shown  in 
the  cuts. 


216 


GAS,    GASOLINE,    AND     OIL    ENGINES. 


The  "  Leaflet"  of  directions  issued  by  the  Lambert  Com- 
pany is  an  excellent  guide  to  the  operator  of  a  gas  or  gasoline 


engine,  and  gives  special  directions  for  observing  the  internal 
action  of  the  engine  by  the  sounds  to  the  ear. 


VARIOUS  TYPES  OF  ENGINES  AND   MOTORS.  217 


2l8  GAS,    GASOLINE,    AND    OIL    ENGINES. 


The  Hicks  Self-Starting  Gas  and  Gasoline  Engines. 

In  the  engines  of  the  Detroit  Gas  Engine  Company  a  marked 
departure  from  the  ordinary  combination  of  cylinders  for 
shortening  the  engine  cycle  has  been  made  by  placing  two  cyl- 
inders in  tandem,  by  which  an  impulse  is  made  for  every  revo- 
lution of  the  shaft.  A  piston  rod,  extending  through  a  long 
sleeve  between  the  cylinders,  connects  both  pistons.  The 
sleeve,  which  is  the  stuffing-box  of  the  forward  cylinder  head, 
is  packed  by  rings  on  the  piston  rod,  which  travel  in  the  sleeve 
with  the  rod.  The  sleeve,  being  water- jacketed,  avoids  the 
difficulties  heretofore  met  with  piston  rods  running  through 
ordinary  stuffing-boxes  and  exposed  to  abnormal  temperature 
in  double-acting  gas  engines.  With  the  Hicks  engine  the 
heated  part  of  the  piston  rod  is  not  a  rubbing  surface. 

The  valves  are  all  of  the  vertical  poppet  style.  The  exhaust 
valves  are  operated  through  double-armed  rock  shafts  centrally 
located  under  the  cylinder,  one  arm  of  each  moving  in  contact 
with  alternating  cams  on  the  cam  shaft. 

The  exhaust- valve  chambers  are  water-jacketed.  The  cam 
shaft  is  driven  with  a  reducing- worm  gear,  and  dropped  in  its 
line  position  by  a  pair  of  spur  gears  for  convenience  of  operat- 
ing the  valves.  The  inlet  valves  have  also  a  positive  motion 
directly  from  the  cam  shaft ;  as  also  the  inlet  valve  for  gas  and 
gasoline,  the  mixture  being  made  in  a  cross  pipe  between  the 
nlet  valves. 

The  gasoline  pump  is  attached  to  the  bed-piece,  and  is  ope- 
rated directly  from  a  cam  on  the  cam  shaft  through  a  bell 
crank  with  adjustment  for  pump  throw.  Electric  ignition  from 
batteries  and  spark  coil  by  a  break  contact  inside  of  the  com- 
bustion chamber  is  used.  An  insulated  platinum  electrode 
with  a  rock  shaft  and  tappet  operated  from  a  cam  on  the  cam 
shaft  through  a  pivoted  lever  for  each  cylinder,  is  the  usual 
jdevice  for  ignition.  The  governor  is  of  the  horizontal  ball 


VARIOUS   TYPES    OF    ENGINES   AND    MOTORS.  2 19 


22O 


GAS,    GASOLINE,    AND     OIL    ENGINES. 


VARIOUS   TYPES   OF   ENGINES   AND    MOTORS.  221 

type,  driven  by  spur-speed  gear  on  the  cam  shaft,  and  through 
a  push-rod  varies  the  lift  of  the  gas  or  gasoline  valve,  and 
thereby  varies  the  charge. 

The  engines  are  equally  well  adapted  for  the  use  of  coal  gas, 
natural  gas,  producer  gas,  and  gasoline.  The  regular  sizes  are 
at  present  eleven,  from  3  to  55  B.H.P.,  with  special  power 
plants  up  to  300  H.  p.  The  two-cycle  effect  of  this  engine  gives 
it  the  uniform  motion  so  desirable  for  driving  electric  genera- 
tors for  lighting  purposes.  The  two  views  (Figs.  149  and  150) 
show  the  working  details  of  this  unique  engine. 

The  American  Motor. 

This  i»  a  high-speed  gas  and  gasoline  motor  made  by  the 
American  Motor  Company  for  stationary  and  marine  service. 
It  is  as  yet  built  in  two  sizes,  of  from  i  to  2  H.P.  respectively, 
according  to  the  fuel  used,  and  of  the  style  shown  in  Fig.  150; 
also  as  a  twin  engine  with  two  cranks  on  one  shaft  of  2  to  4 
H.P.  Speed  from  400  to  600  revolutions  per  minute.  These 
engines  are  extremely  light  for  their  power,  owing  to  the  dis- 
placement of  a  water-jacket  by  the  use  of  a  coiled  wire  wrap- 
ping on  the  single-wall  cylinder,  which  produces  an  extended 
air-cooling  surface  and  dispenses  with  the  use  of  water  for 
cooling  the  cylinder. 

These  engines  are  of  the  four-cycle  compression  type,  with 
but  two  valves,  both  with  positive  lift  by  push-rods  and  rollers 
with  tension  springs ;  the  push  rods  are  operated  by  cams,  one 
on  each  side,  of  the  reducing-gear  wheel.  The  gas  or  vapor 
enters  through  a  graduating  valve  at  the  left  in  the  cut,  and 
the  air  through  an  opening  under  the  inlet  valve,  also  seen  in 
the  cut  (Fig.  151).  The  insulated  electrodes  enter  through 
the  cylinder  head,  and  are  flashed  by  an  induction  or  Ruhm- 
korff  coil  and  dry  battery.  For  stationary  engines  a  governor 
is  provided.  Weight  of  the  No.  i,  50  Ibs.,  including  fly-wheel 
without  base;  No.  2,  75  Ibs.,  including  fly-wheel  without  base 


222 


GAS,    GASOLINE,    AND     OIL    ENGINES. 


— being  the  lightest  gas  or  gasoline  engines  in  the  trade  for 
their  power. 

The  adaptation  of  this  engine  in  its  portable  form  to  the 


PlG.    151.— THE  AMERICAN  MOTOR. 

propulsion  of  small  boats  is  a  unique  piece  of  mechanism. 
This  adaptation  is  shown  in  Fig.  152,  as  applied  to  an  ordi- 
nary rowboat  of  from  12  to  16  feet  in  length.  By  the  hooked 


VARIOUS  TYPES  OF   ENGINES  AND   MOTORS.  22$ 


224  GAS,    GASOLINE,    AND    OIL    ENGINES. 

fraine  it  is  quickly  dropped  into  place  on  the  stern-board  and 
clamped,  the  connection  made  with  a  carburetter  at  any  con- 
venient place  in  the  boat  with  flexible  tubing,  and  the  boat  is 
ready  to  start. 

The  motion  of.  the  vertical  shaft  inside  the  casing-,  seen  at 
the  water  surface  in  the  cut,  is  transferred  to  the  propeller 
shaft  by  a  bevel  gear  inside  the  rectangular  case  at  the  bot- 
tom. The  blades  of  the  propeller  are  rotated  for  stopping  or 
backing  by  the  movement  of  the  grooved  sleeve  on  the  shaft 
casing  and  the  bell  crank,  which  transmits  a  reverse  motion  to 
the  propeller  blades.  The  lateral  motion  of  the  propeller  and 
shaft  for  steering  is  made  through  the  sector  gear,  and  all  the 
operations  of  steering,  forward,  stop,  or  backing,  are  made  by 
two  motions  of  the  helm :  a  lateral  motion  for  steering  as  usual 
for  boats,  and  a  vertical  motion  for  changing  the  angle  of  the 
propeller  blades.  The  cylinders  of  these  little  engines  are  3^ 
inches  in  diameter,  four-inch  stroke,  and  make  from  400  to 
600  revolutions  per  minute,  with  a  boat  speed  of  from  six  to 
eight  miles  per  hour. 

The  Star  Gas  and  Gasoline  Ehjine. 

These  engines  are  built  by  the  Star  Gas  Engine  Company. 
They  are  of  both  horizontal  and  vertical  style,  as  shown  in 
Figs.  153  and  154. 

The  horizontal  engine  is  built  in  eight  sizes,  from  i  to  25 

B.H.P. 

The  vertical  engines  are  built  in  one  size,  of  2  B.  H.  p. 

The  design  is  of  the  four-cycle  compression  type  with  pop- 
pet valves.  The  inlet  valve  serves  also  as  a  gas  valve,  having 
a  broad  seat  with  an  annular  slot  connecting  with  the  gas  pas- 
sage and  gas-regulating  or  index  valve. 

The  annular  slot  in  the  inlet-valve  seat  serves  to  thoroughly 
mix  the  gas  and  air  at  the  moment  of  entering  the  combustion 
chamber. 

A  vertical  ball  governor  driven  by  a  bevel  gear  on  the  side 


VARIOUS  TYPES  OF  ENGINES  AND   MOTORS.  225 


FIG.  153.— THE  STAR  GAS  ENGINE. 


FIG.  154.- THE  VERTICAL  STAR. 


of  the  reducing-spur  gear  operates  through  a  bell  crank,  the 
lateral  movement  of  a  disc  revolving  on  a  pin  fixed  in  the  gas- 
and-air- valve  push-rod  for  making  a  graduating  or  hit-and-miss 


226  GAS,    GASOLINE,    AND     OIL    ENGINES. 

charge.     An  arm  on  the  push-rod  is  adjustable  for  regulating 
the  throw  of  the  valve.    . 

Some  of  the  engines  of  this  company  are  controlled  by  a 
pendulum  governor,  working  on  the  inertia  principle  and  using 
no  springs.  Ignition  is  by  hot  tube,  which  is  placed  on  the  top 
of  the  cylinder  in  the  horizontal  engine,  leaving  the  cylinder 
head  free  to  be  removed  without  disturbing  the  attachments. 
In  the  vertical  engine  the  igniter  is  fastened  to  the  cylinder 
head. 

The  Daimler  Motors. 

The  Daimler  Motor  Company,  manufacturers  of  stationary 
gas,  gasoline,  and  kerosene  motors,  and  gasoline  motors  for 
boats,  carriages,  street-railway  cars,  fire  engines,  and  portable 
electric  lighting,  are  the  sole  owners  of  the  United  States  and 
Canadian  patents  of  Gottlieb  Daimler,  of  Canstadt,  Germany. 

Their  motors  are  all  of  the  four-cycle  compression  type,  fol- 
lowing the  principles  formulated  by  M.  Beau  de  Rochas,  and 
carried  out  practically  by  Otto  and  Daimler  in  Germany,  and 
now  made  by  this  company  with  many  improvements  derived 
from  experience.  All  the  valves  are  of  the  poppet  style,  clos- 
ing automatically  with  springs.  In  the  earlier  engines  and 
those  of  the  duplex  style  with  a  single  crank,  the  governing 
was  made  by  a  miss  in  the  push-rod  blade  on  the  exhaust-valve 
stem  by  which  the  exhaust  valve  remained  closed  through  a 
single  cycle  or  more,  as  required  by  the  action  of  the  governor 
— the  governor  being  of  the  horizontal  centrifugal  style,  lo- 
cated in  the  pulley  on  the  main  shaft  or  in  the  fly-wheel  when 
an  outside  fly-wheel  is  used. 

The  operation  of  the  governor  is  transferred  through  a 
grooved  sleeve  to  the  lateral  arm  of  a  bell-crank  push -blade  on 
the  push-rod  of  each  cylinder,  by  a  vertical  pivoted  lever  car- 
rying a  stop-block,  which  is  thrown  out  and  into  contact  with 
the  arm  of  the  bell-crank  push-blades,  and  makes  a  miss-open- 
ing of  the  exhaust  valve,  as  shown  in  the  duplex  motor  (Fig. 


VARIOUS  TYPES  OF  ENGINES  AND  MOTORS.     227 


FlG.  155.— THE    DAIMLER  GASOLINE    ENGINE,  WITH   CARBURETTER   AND    TANK  READY 

FOR  RUNNING. 

A,  carburetter  ;  B,  supply  reservoir  for  burner,  regulated  by  the  valve  F\  D,  the 
burner  ;  C,  the  platinum  ignition  tube  ;  H,  the  regulating  valve  for  the  mixture  from 
the  carburetter  and  free  air  ;  /,  gasoline  supply  tank  for  carburetter  ;  O,  exhaust  pipe, 
with  air  jacket  for  supplying  warm  air  to  the  carburetter. 


228 


GAS,    GASOLINE,    AND     OIL    ENGINES, 


FlG.  156.— THE  DAIMLER  TWO-C.YLINDER  GAS  ENGINE. 

Showing  the  burners  Z>,  D:  platinum  igniters  C,  C;  the  gas  flow  pipe  R:  and  regu- 
lating valve  Hi  and  the  exhaust  valve-gear  with  regulating  stop-block  and  governor 
rod  operated  by  the  governor  located  in  the  pulley ;  Nt  the  free-air  inlet ;  f,  the 
regulating  cock  for  the  Bunsen  burners. 


VARIOUS   TYPES   OF  ENGINES  AND    MOTORS.  2  29 

A  56),  and  also  in  the  single-cylinder  motor  (Fig.  155).  By  this 
arrangement  the  movement  of  the  piston,  with  the  exhaust  valve 
closed,  simply  compresses  and  recompresses  the  burned  gases, 
and  allowing  no  fresh  charge  to  enter  the  cylinder  until  by  the 
return  to  normal  speed  the  governor  allows  the  push-blades 
to  act  on  the  exhaust-valve  spindle. 

The  ingenious  mechanism  by  which  the  alternating  motion 
of  the  valves  is  secured  without  the  use  of  gearing  for  both  the 
double  and  single  cylinders  is  worthy  of  notice.  By  this  ar- 
rangement the  reducing-gear  and  its  noise  have  a  substitute  in 
the  eccentric  double  continuous  groove,  in  which  sliding-pin 
blocks  perform  the  operation  of  a  single  eccentric  for  each  cyl- 
inder. The  pin-blocks  and  push-rods  being  off  from  a  radial 
line,  allow  the  blocks  to  cross  successively  the  intersection  of 
the  eccentric  groove. 

In  the  new  style  of  motors  of  this  company  the  adaptation 
to  the  most  ready  fuel  to  be  found  in  all  parts  of  the  world 
(kerosene),  has  made  this  style  of  motor  a  most  desirable  one 
for  the  foreign  trade  as  well  as  a  most  economical  one  for  home 
use. 

Fig.  158  represents  one  of  the  new  style  small  motors  with 
enclosing  case  for  the  crank  and  connecting  rod,  while  the  out- 
side reducing-gear  and  governor  is  enclosed  within  the  area  of 
the  fly-wheel,  making  a  most  convenient  and  compact  motor 
for  all  purposes  of  power. 

In  the  kerosene  motor  the  oil  is  vaporized  by  the  heat  of  the 
exhaust  by  means  of  a  jacketed  evaporator,  which  only  holds 
a  moderate  charge  and  is  fed  from  a  storage  tank  at  a  safe  dis- 
tance. 

The  single-cylinder  motors  are  made  from  i  to  12  B.H.P., 
and  the  double-cylinder  motors  from  4  to  24  H.P.  The  four- 
cylinder  motors  are  made  up  to  48  H.  p. 

These  motors  have  been  adapted  to  marine  propulsion  to  a 
large  extent.  Fig.  160  represents  a  4  H.P.  marine  motor  of 
the  two-cylinder  style  on  single  crank,  making  the  combina- 


230 


GAS,    GASOLINE,    AND    OIL    ENGINES. 


PIG.   157.— SIDE    ELEVATION  OF  MOTOR. 

Showing  grooves  in  face  of  fly-wheel  that  control  the  exhaust  valves  for  alternating 
the  impulse  in  each  cylinder. 


VARIOUS  TYPES  OF  ENGINES  AND   MOTORS.  231 


PIG.   158.— THE  NEW  DAIMLER  GASOLINE  ENGINE. 


232 


GAS,    GASOLINE,    AND     OIL    ENGINES. 


tion  equivalent  to  a  two-cycle  engine.  With  this  engine  the 
governor  controls  the  speed  with  the  variable  load  caused  by 
stopping,  slowing,  or  reversing  the  propeller  wheel — all  of 
these  movements  being  controlled  by  the  lever  shown  in  the 


FIG.  159.— THE  SINGLE-CYLINDER  MOTOR  AND  ELECTRIC  GENERATOR. 

Also  with  two  and  four  cylinders  on  one  shaft  for  general  electric  lighting  plants, 
giving  a  uniform  and  steady  light,  from  25  to  600  incandescent  lamps. 


cut.  The  first  back  pull  of  the  lever  eases  the  friction-clutch, 
which  is  the  driving  connection  of  the  engine  with  the  wheel 
shaft.  A  further  pull  unships  the  driving-clutch,  and  a  still 
further  pull  puts  the  bevel-friction  gear  in  contact  for  reversing 


VARIOUS   TYPES   OF  ENGINES  AND    MOTORS.  233 


1 


FIG.  160.— THE  FOUR  HORSE-POWER  MARINE  MOTOR. 


234 


GAS,    GASOLINE,    AND    OIL    ENGINES. 


VARIOUS   TYPES   OF   ENGINES  AND    MOTORS.  235 


236 


GAS,    GASOLINE,    AND     OIL    ENGINES. 
The  marine   motors   are   all   made   for   gasoline 


the   wheel, 
fuel. 

In  Fig-.  1 6 1  is  represented  one  of  the  cabined  yachts  of  this 
company.  The  gasoline  is  stored  in  a  copper  tank  in  the  bow 
cf  the  bdat,  sufficient  for  a  60  to  150  hour  run. 

The  1 6-  and  1 8-foot  boats  have  i  H.P.  motor;  21 -foot  boat  a 


FIG.   163.— THE  DAIMLER  MOTOR  BUGGY  OR  QUADRICYCLE. 

A  i  H.P.  motor  and  gear  is  located  beneath  the  seat  with  the  machinery  so  ar- 
ranged that  a  single  lever  performs  all  the  functions  of  starting,  stopping,  and  steer- 
ing the  vehicle.  The  forward  wheels  turn  each  on  its  own  forked  axis  and  are 
linked  together  with  the  steering  lever,  which  operates  for  steering  in  a  horizontal 
direction  and  for  starting  and  stopping  in  a  vertical  direction.  Their  four-seat  car- 
riage is  of  somewhat  heavier  build  with  a  4  H.P.  motor. 

2  H.P.  motor;  25-foot  boat  a  4  H.P.  motor;  a  3o-foot  boat,  7 
H.P.,  etc.  Tne  larger  boats,  up  to  50  feet  in  length,  have  the 
entire  control  of  the  engine  from  the  pilot  house.  The  com- 
pany are  prepared  to  build  and  equip  yachts  up  to  100  feet  in 
length  and  with  all  the  modern  finish.  The  horseless  car- 
riages, buggies,  inspection  cars,  street-railway  cars,  and  fire- 


VARIOUS    TYPES    OF   ENGINES   AND    MOTORS.  237 

engines  are  now  scheduled  in  the  manufacture  of  this  com- 
pany, which  is  associated  with  companies  of  similar  name  in 
London,  Paris,  and  Canstadt,  Germany. 

In  Fig".  162  is  illustrated  one  of  the  railway  inspection  cars 
of  this  company,  made  to  carry  two  inspectors  and  the  motor 
driver.  The  motor  is  located  behind  the  wheels,  vertically,  and 
belted  to  a  pair  of  pulleys  on  the  main  shaft  for  two  speeds. 
The  change  speed,  stop,  and  start  are  made  by  friction-clutches, 
operated  by  one  lever  handle :  the  other  lever  is  for  the  brake. 

In  Fig.  163  is  shown  the  Daimler  motor  buggy  or  quadri- 
cycle.  A  i  H.  p.  motor  and  gear  is  located  beneath  the  seat,  with 
the  machinery  so  arranged  that  a  single  lever  performs  all  the 
functions  of  starting,  stopping,  and  steering  the  vehicle.  The 
forward  wheels  turn  each  on  its  own  forked  axis,  and  are  linked 
together  with  the  steering  lever,  which  operates  for  steering 
in  a  horizontal  direction,  and  for  starting  and  stopping  in  a 
vertical  direction. 

Their  four-seat  carriage  is  of  somewhat  heavier  build,  with 
a  4  H.  P.  motor. 

The  Olds  Gas  and  Gasoline  Engine. 

We  illustrate  in  Fig.  164  the  latest  design  of  gas  and  gaso- 
line engines  built  by  P.  F.  Olds  &  Son.  These  engines  are 
of  the  four-cycle  compression  type,  with  poppet  valves  larger 
than  the  usual  size  to  facilitate  the  exhaust  and  charge,  and  to 
avoid  the  counterpressures  usual  with  small-sized  valves. 

The  valve  gear  is  a  simple  eccentric  on  the  main  shaft  con- 
nected by  a  rod  to  a  slide  bar,  moving  in  a  bracketed  box  at  the 
side  of  the  cylinder.  The  slide  bar  carries  a  revolving  alter- 
nating or  toothed  wheel,  the  alternating  motion  of  which  is 
governed  by  a  pendulum  swinging  upon  a  concentric  pivot. 

The  ratchet  and  toothed  wheel  are  pivoted  to  the  slide,  and 
the  teeth  become  push-pins  to  the  spindle  of  the  exhaust  valve, 
and  are  made  to  open  the  exhaust  regularly  at  normal  speed 
and  make  a  miss  by  throwing  the  notch  in  the  wheel  opposite 


238 


GAS,    GASOLINE,    AND     OIL    ENGINES. 


VARIOUS   TYPES    OF   ENGINES   AND    MOTORS. 


239 


the  spindle  when  the  speed  is  above  the  normal.  By  throwing 
out  the  pawl  which  operates  the  alternating  wheel,  compression 
will  be  omitted  by  the  open  exhaust,  and  the  engine  can  be 


easily  turned  to  any  point  for  starting  without  the  resistance 
of  compression. 

The  inlet  valve  is  opposite  and  in  line  with  the  exhaust  valve, 
and  is  opened  by  the  suction  of  the  piston.  The  vaporizing 
chamber  for  gasoline  is  in  front  of  the  cylinder  head,  and  re- 
ceives near  its  bottom  the  air  pipe  from  the  engine-bed  frame. 

When  running  with  gasoline,  a  small  pump  is  operated  by 


240  GAS,    GASOLINE,    AND    OIL    ENGINES. 

the  eccentric  rod,  which  supplies  a  small  reservoir  over  the  inlet 
valve,  arranged  so  that  the  surplus  runs  back  to  the  reservoir 
below  the  level  of  the  pump,  thus  avoiding  the  possibility  of 
accidental  overflow  of  gasoline.  On  the  top  of  the  reservoir  is 
a  sight  glass  that  shows  the  flow  of  the  gasoline,  with  a  set 
valve  to  regulate  the  feed  to  the  mixing- chamber,  where  it  is 
atomized  by  the  inrush  of  air  to  the  cylinder  during  the  charg- 
ing stroke. 

The  igniter  is  by  hot  tube  or  electric,  preferably  a  hot  tube, 
with  some  special  improvements  that  make  this  style  of  igni- 
tion very  desirable.  The  igniters  are  not  shown  in  the  cut, 
but  occupy  the  place  of  a  plug  seen  on  top  of.  the  valve  cham- 
ber. 

This  company  also  makes  a  vertical  engine  on  the  same 
principles  as  the  horizontal  one,  in  sizes  of  from  i  to  5  H.P. 
Their  horizontal  engines  are  made  in  five  sizes,  from  7  to  50 
B.H.P.  Also  double-cylinder  launch  engines  and  launches — 2 
H.P.  for  1 8-  and  20-foot  launches,  4  H.P.  for  25-foot,  and  8  H.P. 
for  3 5 -foot  launches.  In  these  launch  motors  the  gasoline  for 
a  day's  run  is  stored  in  an  iron  receptacle  at  the  motor,  thus 
avoiding  all  danger  from  pipes  and  separate  tank  leakage. 

In  these  boats  the  engine  is  not  required  to  be  set  exactly 
in  line  with  the  propeller  shaft.  A  reversing  friction-clutch  is 
used  with  a  flexible  shaft  connection,  so  that  the  setting  of  the 
engine  and  shaft  in  any  boat  is  an  easy  matter.  The  cooling- 
water  from  the  cylinders  is  discharged  through  the  exhaust 
pipe,  which  is  a  rubber  hose  passing  out  at  the  stern.  By  this 
arrangement  the  rubber  exhaust  pipe  is  kept  cool,  and  its  flex- 
ibility makes  a  silent  exhaust. 

The  Weber  Gas  and  Gasoline  Engine. 

The  engines  of  the  Weber  Gas  and  Gasoline  Engine  Com- 
pany are  of  the  four-cycle  compression  type,  with  poppet 
valves  operated  by  direct  push-rods  and  cams  on  the  reducing- 
gear,  which  is  enclosed  with  the  governor  in  an  iron  box,  partly 


VARIOUS   TYPES   OF   ENGINES   AND    MOTORS. 


241 


filled  with  oil,  which  insures  perfect  lubrication  of  the  gear  and 
keeps  out  dust.  The  horizontal  styles  are  made  in  eight  sizes, 
of  3  to  15  B.H.P.,  as  shown  in  Fig.  166;  and  in  ten  sizes,  from 
1 8  to  100  H.P.,  of  the  style  as  shown  in  Fig.  170. 


They  also  build  a  one  size  vertical  engine,  of  2  B.  H.  p. ,  for 
pumping  water,  running  ventilating  fans  and  printing  presses, 
etc.,  as  shown  in  Fig.  168.  The  illustration  (Fig.  169)  repre- 
sents a  self-contained  gasoline  engine  hoister,  of  10  B.H.P. — a 
reliable  and  compact  machine,  designed  to  meet  the  wants  of 


VARIOUS   TYPES   OF   ENGINES   AND    MOTORS. 


243 


miners,  quarrymen,  and  contractors.  The  engines  of  this 
company  are  also  designed  for  the  use  of  kerosene,  crude  oil, 
and  distillate. 

The  style  of  horizontal  engine  (Fig.  166)  of  from  3  to    15 


CHIMNEY 


BURNER 
IQBRICATOR 


FIG.  168.— THE  VERTICAL  WEBER. 

B.H.P.  has  three  valve  push-rods — the  inner  one  opens  the  ex- 
haust valve,  the  middle  one  opens  the  inlet  valve,  and  the  out- 
side rod  operates  the  timing-- valve  in  the  igniter  passage. 

Referring  to  the  lettered  diagram  (Fig.  167),  which  is  ar- 
ranged for  gasoline,  A  is  the  needle  valve  to  the  igniter  burner, 
B  the  gasoline  valve,  C  the  handle  of  the  gasoline  mixing- 
valve,  which  is  also  the  starting-lever  for  letting  in  the  first 


244 


GAS,    GASOLINE,    AND    OIL    ENGINES. 


VARIOUS  TYPES  OF  ENGINES  AND  MOTORS.     245 


246  GAS,    GASOLINE,    AND     OIL    ENGINES. 

charge  of  gasoline.  When  the  engine  is  running  this  valve  is 
opened  "by  the  suction  of  the  piston.  In  the  larger  engines  it 
is  counter  weighted,  as  seen  in  Fig.  170.  D  is  a  collar  for  con- 
necting the  vaporizing  pipe  L ;  E,  valve  for  regulating  the  gas- 
oline supply;  e,  a  lever  to  throw  out  the  timing- valve  when 
starting. 

The  governor  on  the  smaller  engines  is  of  the  pendulum 
type.  It  operates  the  inlet  or  charging  valve,  opening  the 
valve  at  every  other  revolution  at  normal  speed,  and  missing 
the  contact  at  increased  speed  when  the  spring  holds  the  valve 
closed  until  decreasing  'speed  allows  the  governor  to  act  on 
the  push-rod  and  again  open  the  inlet  valve. 

The  governor  on  the  larger  engines  is  a  fly- weight  on  the 
reducing-gear,  adjusted  by  a  spring  and  set  nuts.  O  is  a  glass 
gauge  to  show  the  height  of  oil  in  the  gear  box ;  J  is  its  cover. 

In  their  latest  style  of  engine  (Fig.  170)  the  main  exhaust 
is  through  ports  in  the  cylinder  opened  by  the  piston  at  the 
termination  of  the  stroke,  with  a  supplementary  exhaust  valve 
in  the  cylinder  head  operated  by  a  lever  and  push-rod.  The 
timing- valve  is  operated  by  a  lever  pivoted  on  the  cylinder,  in 
contact  with  an  adjustable  push-block  on  the  inlet-valve 
push-rod. 

In  the  later  designs  of  the  Weber  many  improvements  have 
been  introduced  to  facilitate  easy  starting  and  for  adapting  it 
for  pumping  water,  for  irrigation,  for  which  purpose  it  is  well 
suited  and  largely  used.  Its  adaptation  for  the  use  of  kerosene 
and  heavy  petroleum  oils,  and  also  for  crude  petroleum,  has 
made  it  a  very  useful  motive  power  for  agricultural  work. 

The  Priestman  Oil  Engine. 

This  has  been  long  in  use  in  Europe,  and  for  several  years 
past  has  been  largely  improved  by  the  American  builders, 
Priestman  &  Co.,  who  have  introduced  a  new  system  for  per- 
fecting  the  atomization  of  crude  and  kerosene  oils,  or  any  of 
the  cheap  distillates  of  petroleum.  By  the  system  adopted  in 


VARIOUS  TYPES  OF  ENGINES  AND    MOTORS.  247 

this  engine,  perfect  combustion  is  produced ;  ignition  is  made 
positive,  and  the  fouling  of  the  cylinder  and  valves  is  obviat- 
ed to  such  extent  as  to  require  cleaning  only  at  periods  of  sev- 


eral  months.  The  low  cost  of  the  heavier  petroleum  distillates 
used  makes  the  cost  of  power  the  lowest  that  can  be  obtained 
in  an  explosive  motor. 

In  the  cut,  Fig.  1 72,  A  is  the  oil  tank  filled  with  any  ordinary 


248 


GAS,    GASOLINE,    AND    OIL    ENGINES. 


high  test  (usually  150°  test)  oil,  from  which  oil  tinder  air  pressure 
is  forced  through  a  pipe  to  the  B  three-way  cock,  and  thence  con- 
veyed to  the  C  atomizer,  where  the  oil  is  met  by  a  current  of  air 


and  broken  up  into  atoms  and  sprayed  into  the  D  mixer,  where 
it  is  mixed  with  the  proper  proportion  of  supplementary  air  and 
sufficiently  heated  by  the  exhaust  from  the  cylinder  passing 
around  this  chamber.  The  mixture  is  then  drawn  by  suction 
through  the  I  inlet  valve  into  the  E  cylinder,  where  it  is  com- 


VARIOUS   TYPES   OF   ENGINES   AND    MOTORS. 


249 


pressed  by  the  piston  and  ignited  by  an  electric  spark  passing 
between  the  points  of  the  F  ignition  plug,  the  current  for  the 
spark  being  supplied  from  an  ordinary  battery  furnished  with 
the  engine,  the  G  governor  controlling  the  supply  of  oil  and 
air  proportionately  to  the  work  performed.  The  burnt  prod- 
ucts are  then  discharged  through  the  H  exhaust  valve,  which 
is  actuated  by  a  cam.  The  I  inlet  valve  is  directly  opposite  the 
exhaust  valve.  The  J  air  pump  is  used  to  maintain  a  small 


FIG.   173.— THE  AIR  PUMP. 

pressure  in  the  oil  tank  to  form  the  spray.  K  is  the  water- 
jacket  outlet. 

Fig.  171  illustrates  the  general  features  of  this  engine.  It 
is  built  on  the  straight-line  principle,  by  which  the  moment  of 
greatest  strain  from  the  power  impulse  is  met  by  the  frame  in 
direct  lines  between  the  points  of  pressure. 

Th  e  design  is  of  the  four-cycle  compression  type,  with  pop- 
pet valves,  and  its  regulation  is  by  varying  or  cutting  off  the 
supply  of  atomized  oil.  The  oil  fuel  is  placed  in  the  base  of 
the  engine  in  an  air-tight  chamber,  A  in  Fig.  172.  A  small 
air-pump,  J,  operated  from  the  reducing-gear  shaft  forces  air 
into  the  oil  chamber  with  a  pressure  sufficient  to  cause  the  oil 
to  be  lifted  to  the  three-way  adjusting  cock  B,  which  also  ad- 
mits air  from  the  compressed  air  in  the  oil  tank ;  and  oil  and 
air  pass  to  the  atomizer  through  two  small  pipes,  where  their 
proportion  and  quantity  are  regulated  by  the  governor. 


250 


GAS,    GASOLINE,    AND    OIL    ENGINES. 


The  atomized  oil  and  air  are  then  injected  into  a  jacketed 
cylinder,  seen  beneath  the  cylinder  head  and  shown  in  section 
in  Fig.  174,  where  it  is  completely  vaporized  by  the  heat  from 
the  exhaust  in  the  outer  chamber  and  further  mixed  with  air 
to  make  a  perfect  explosive  mixture  by  the  indraught  of  air  by 
the  suction  of  the  piston.  The  indraught  of  air  by  the  suction 
of  the  piston  is  also  regulated  by  the  governor,  and  enters  the 


FIG.   174.— THE  JACKET  VAPORIZING  CYLINDER,  INLET  AND  EXHAUST    VALVES. 

vaporizing  jacket  cylinder  in  an  annular  stream  around  the 
atomized  jet,  as  shown  in  Fig.  175,  which  represents  a  section 
of  the  governor  and  inlet  passages.  For  starting  the  engine  a 
small  hand-pump  is  used  for  the  first  charge.  The  bottom  of 
the  inside  chamber  of  the  jacketed  cylinder  is  heated  to  perfect 
the  vaporization  of  the  first  charge  by  a  lamp  placed  under  the 
D-shaped  cover  seen  in  Fig.  171.  In  this  engine  the  lubrica- 
tion of  the  cylinder  and  piston  is  accomplished  by  the  oil  of  the 
working  charge.  A  new  heat  device  has  been  lately  intro- 
duced for  ignition  for  the  Priestman  engines,  which  for  some 
reasons  is  preferred  to  the  electric  igniter. 

In  Fig.  176  is  represented  an  indicator  card  of  the  Priestman 


VARIOUS   TYPES   OF   ENGINES   AND    MOTORS.  251 

engine,  running-  under  the  three  conditions  of  full  load,  half- 
load,  and  no  load.     The  full  line  commences  the  compression 


A      o 


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FIG.    175.— GOVERNOR   AND  ATOMIZER. 


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FIG.  176.— INDICATOR  CARD  OF  THE  PRIESTMAN  OIL  ENGINE. 

at  three-eighths  of  the  stroke,  and,  with  a  clearance  equal  to 
one-half  the  piston  stroke,  the  compression  reaches  22  Ibs.  per 


252  GAS,    GASOLINE,    AND    OIL    ENGINES. 

square  inch  and  is  fired  just  before  the  termination  of  the  com- 
pression stroke.  The  quick  combustion  is  shown  by  the  nearly 
vertical  line,  and  its  velocity  is  shown  by  the  bound  of  the  in- 
dicator arm  above  the  mean,  and  its  vibration  continued,  pos- 
sibly helped  by  irregular  combustion  for  one-half  the  stroke,  as 
shown  by  the  upper  dotted  lines,  the  continuous  line  showing 
the  mean  curve. 

The  second  dotted  line,  showing  a  half -load  card,  indicates 
very  clearly  the  retardation  of  combustion  by  weakening  the 
charge  of  both  oil  and  air,  and  the  consequent  lowering  of  all 
the  lines  of  the  card,  carrying  the  charging  line  far  below  the 
atmospheric  line.  In  the  lowest  and  light-running  card,  the 
whole  value  of  the  card  drops  so  as  to  make  the  card  mean 
value  about  equal  to  the  engine  friction.  It  is  certainly  an  in- 
teresting card  for  study,  and  we  only  wish  that  we  could  show 
this  class  of  cards  on  a  larger  scale  and  for  all  the  conditions 
of  governing  by  limitation  of  fuel  to  compare  with  governing 
by  closure  of  the  exhaust  valve. 

The  Lawson  Gas  and  Gasoline  Engine. 

The  Lawson  engines  are  built  by  Welch  &  Lawson.  They 
are  of  the  four-cycle  compression  type  and  of  the  vertical  style. 
They  are  built  in  eight  sizes,  from  -J-  to  15  B.H.P.  with  single 
cylinders,  and  of  20  and  30  B.H.P.  with  double  cylinders.  The 
concern  also  builds  gasoline  engines  for  horseless  wagons  and 
carriages.  Figs.  177  and  178  represent  two  styles  of  the  ver- 
tical engine.  The  valves  have  a  positive  motion  from  two  sets 
of  reducing-gear,  Fig.  177,  one  of  which  operates  the  poppet- 
exhaust  valve  by  a  push -rod  and  cam  on  the  reducing-gear 
shaft.  The  gas  and  air  inlets  are  on  the  opposite  side  of  the 
cylinder  from  the  exhaust.  The  gas  valve  is  a  poppet,  oper- 
ated directly  by  a  push-rod  from  a  cam  on  the  reducing-gear 
shaft,  while  a  piston  valve  operated  by  a  push-rod  from  a 
crank-pin  on  the  reducing-gear  governs  the  air  inlet  indepen- 
dently of  the  gas-inlet  valve. 


VARIOUS   TYPES    OF   ENGINES   AND    MOTORS. 


253 


By  this  arrangement  the  air  inlet  is  opened  before  the  gas 
inlet  is  opened,  and  allows  a  sweep  of  pure  air  to  enter  at  the 
head  of  the  cylinder,  followed  by  the  mixture  of  gas  and  air ; 
thus  in  a  measure  keeping  the  explosive  mixture  of  gas  and  air 


FlG.  177.— THE  LAWSON  VERTICAL. 


separate  from  the  products  of  the  previous  explosion  by  inject- 
ing it  across  and  next  to  the  cylinder  head  where  the  igniter 
inlet  enters  the  cylinder.  The  same  cycle  of  operation  is 
made  in  the  engine  Fig.  178,  by  a  single  set  of  gearing. 


254 


GAS,    GASOLINE,    AND     OIL    ENGINES. 


The  igniter  is  of  the  hot-tube  style,  entering  the  side  of  the 
cylinder  directly  tinder  the  head.  The  governor  is  of  the  hori- 
zontal, centrifugal  style,  taking  its  motion  through  a  bevel  gear 


PlG.  178.— THE  LAWSON  AIR  AND  GAS  VALVE  GEARING. 

from  the  reducing-gear  shaft,  and  operates  the  gas-valve  push- 
rod  for  a  variable  gas  charge. 

The  Lawson  pumping  engines  (Fig.  179)  are  made  in  two 


VARIOUS    TYPES    OF   ENGINES   AND    MOTORS. 


255 


sizes,  i  and  2  B.H.P.  These  engines  are  constructed  on  the 
same  principles  as  the  power  engines,  only  with  inverted  cyl- 
inder and  with  pump  attachments  on  a  single  square  base. 


FIG.   179.— THE  LAWSON  PUMPING  ENGINE. 

This  company  is  now  building  kerosene-oil  engines  of  simi- 
lar pattern  as  here  described. 


256 


GAS,    GASOLINE,    AND    OIL    ENGINES. 


The  Racine  Gas  and  Gasoline  Engine. 

The  engines  of  the  Racine   Hardware  Company  combine 
some  of  the  most  recent  improvements  in  construction.     They 


are  of  the  four-cycle  compression  type.     All  valves  are  of  the 
poppet  style.     The  regulation  of  speed  is  made  by  a  miss-open- 


VARIOUS  TYPES   OF    ENGINES   AND    MOTORS.  257 

ing  of  the  exhaust  valve,  by  which  a  fresh  charge  is  excluded 
when  the  piston  cushions  on  the  previous  charge  until  the  nor- 
mal speed  is  reached,  when  the  governor  again  opens  the  ex- 
haust valve  and  allows  a  fresh  charge  to  be  drawn  in.  This 
company  furnishes  both  hot-tube  and  electric  igniter  for  all 
their  engines,  so  that  failures  shall  not  occur  by  the  disabling 
of  one  or  the  other  of  the  igniting  apparatus. 

The  governor  is  of  the  horizontal  centrifugal  type,  revolv- 


FlG.    181:— THE  RACINE  GASOLINE  ENGINE. 

ing  on  the  main  shaft,  and  by  a  lever  connection  produces  a 
lateral  movement  of  a  rolling  disc  attached  to  the  lever  of  the 
exhaust  push-rod.  The  lateral  motion  of  the  governor-con- 
trolled disc  rides  the  disc  on  to  or  off  the  exhaust  cam  on  the 
reducing-gear  for  a  miss-exhaust.  The  gasoline  pump  is  ope- 
rated by  a  cam  on  a  small  shaft  driven  by  the  reducing-gear, 
and  furnishes  a  surplus  supply  to  a  receiving  cup  over  the 
mixing-chamber,  with  an  overflow  pipe  returning  the  surplus 
gasoline  to  the  tank  by  gravity.  Between  the  supply  cup  and 
the  mixing-chamber  there  is  a  sight-feed  valve,  by  which  the 
flow  of  gasoline  to  the  mixing-chamber  may  be  observed  and 
regulated.  Any  surplus  or  overfeeding  produces  no  dangerous 
conditions,  as  the  gasoline  entering  the  mixing-chamber  in  ex- 
cess falls  into  the  recess  at  the  bottom  and  is  conveyed  back  to 


258  GAS,    GASOLINE,    AND    OIL    ENGINES. 

the  tank  through  the  overflow  pipe  from  the  supply  cup.  It 
will  be  observed  by  inspection  of  the  cuts  (Figs.  181  and  182) 
that  the  exhaust  pipe  is  jacketed  for  a  short  distance  above  the 
engine,  with  inlet  holes  for  the  entrance  of  air  at  the  top  and 
a  neck  from  the  jacket  to  the  mixing-chamber  below,  so  that 
the  air  is  warmed  before  meeting  the  incoming  gasoline  in  the 
mixing-chamber,  where  by  an  extended  surface  the  gasoline  is 
perfectly  vaporized  and  mixed  with  air  for  best  effect.  The 


FIG.   182.— THE   RACINE  GASOLINE  ENGINE. 

quantity  drawn  in  for  ignition  is  regulated  by  the  index  valve 
near  the  inlet  valve,  at  which  point  a  further  admixture  of  air 
completes  the  proportions  necessary  for  the  desired  explosive 
action. 

At  present  these  engines  are  built  of  2,  3,  and  4  B.H.P. 
They  are  well  adapted  for  small  electric-lighting  plants,  as 
shown  in  Fig.  180. 

The  Hornsby-Akroyd  Oil  Engine. 

This  engine  is  of  English  origin  and  now  built  by  the  sole 
licensees  of  the  United  States  patents — the  De  La  Vergne  Re- 
frigerating Machine  Company — in  all  sizes  from  4  to  55  H.P 
They  are  of  the  four-cycle  compression  type,  using  any  of  the 
heavy  mineral  oils  or  kerosene  as  fuel. 


VARIOUS   TYPES    OF   ENGINES   AND    MOTORS.  259 

This  unique  explosive  engine  seems  to  be  a  departure  in 
design  from  all  other  forms  of  explosive  engines,  in  the  man- 
ner of  producing  vaporization  of  the  heavy  oils  used  for  its  fuel 
and  the  manner  of  ignition. 

An  extension  of  a  chamber  from  the  cylinder  head,  some- 
what resembling  a  bottle  with  its  neck  next  to  the  cylinder 
head,  performs  the  function  of  both  evaporator  and  exploder. 


FIG.   183.— THE   HORNSBY-AKROYD  OIL  ENGINE. 

Otherwise  these  engines  are  built  much  on  the  same  lines  of 
design  as  gas  and  gasoline  engines,  having  a  screw  reducing- 
gear  and  secondary  shaft  that  drives  the  governor  by  bevel 
gear,  the  automatic  cylinder  lubricator  by  belt,  and  cams  for 
operating  the  exhaust  valve  and  oil  pump. 

The  bottle-shaped  extension  is  covered  in  by  a  hood  to  fa- 
cilitate its  heating  by  a  lamp  or  air-blowpipe,  and  so  arranged 
as  to  be  entirely  closed  after  the  engine  is  started,  when  the 
red  heat  of  the  bottle  or  retort  is  kept  up  by  the  heat  of  com- 
bustion within.  The  narrow  neck  between  the  bottle  and  cyl- 
inder, by  its  exact  adjustment  of  size  and  length,  perfectly 
controls  the  time  of  ignition,  so  that  of  many  indicator-cards 
inspected  by  the  writer  there  is  no  perceptible  variation  in  the 


260 


GAS,    GASOLINE,    AND     OIL    ENGINES. 


time  of  ignition,  giving  as  they  do  a  sharp  corner  at  the  com- 
pression terminal,  a  quick  and  nearly  vertical  line  of  combus- 
tion, and  an  expansion  curve  above  the  adiabatic,  equivalent 
to  an  extra  high  mean  engine  pressure  for  explosive  engines. 


FIG.  184.— INJECTION,  AIR  AND  OIL. 

The  oil  is  injected  into  the  retort  in  liquid  form  by  the  ac- 
tion of  the  pump  at  the  proper  time  to  meet  the  impulse  stroke, 


FIG.  185.— COMPRESSION. 


and  in  quantity  regulated  by  the  governor.     During  the  outer 
stroke  of  the  piston  air  is  drawn  into  the  cylinder  and  the  oil  is 


FlG.  186.— COMBUSTION  AND  EXPANSION. 


vaporized  in  the  hot  retort.  At  the  end  of  the  charging  stroke 
there  is  oil  vapor  in  the  retort  and  pure  air  in  the  cylinder,  but 
non-explosive.  On  the  compression  stroke  of  the  piston  the 
air  is  forced  from  the  cylinder  through  the  communicating 


VARIOUS   TYPES   OF   ENGINES   AND    MOTORS. 


26l 


neck  into  the  retort,  giving  the  conditions  represented  in  Fig. 
184  and  Fig.  185,  in  which  the  small  stars  denote  the  fresh  air 
entering,  and  the  small  circles  the  vaporized  oil.  In  Fig.  185 
mixture  commences,  and  in  Fig.  186  combustion  has  taken 
place,  and  during  expansion  the  supposed  condition  is  repre- 


- 


FIG.  187.— THE  HORNSBY-AKROYD  PORTABLE  ENGINE. 

sented  by  the  small  squares.  At  the  return  stroke  the  whole 
volume  of  the  cylinder  is  swept  out  at  the  exhaust,  and  the 
pressure  in  the  retort  neutralized  and  ready  for  another  charge. 

It  is  noticed  by  this  operation  that  ignition  takes  place 
within  the  retort,  the  piston  being  protected  by  a  layer  of  pure 
air. 

It  is  not  claimed  that  these  diagrams  are  exact  representa- 
tions of  what  actually  takes  place  within  the  cylinder ;  never- 
theless, their  substantial  correctness  seems  to  be  indicated  by 


262 


GAS,    GASOLINE,    AND     OIL    ENGINES. 


the  fact  that  the  piston  rings  do  not  become  clogged  with  tarry 
substances,  as  might  be  expected. 

This  has  been  accounted  for  by  an  analysis  of  the  products 
of  combustion,  which  shows  an  excess  of  oxygen  as  unburned 
air ;  which  indicates  that  the  oil  vapor  is  completely  burned  in 
the  cylinder,  with  excess  of  oxygen. 

In  Fig.  187  is  illustrated  the  adaptation  of  this  engine  for 
portable  power.  It  is  largely  in  use  for  electric  work,  for  air 
compressing,  ice  machinery,  and  pumping.  The  United  States 
Light- House  Department  has  adopted  this  engine  for  com- 
pressing air  for  fog  whistles.  Traction  engines  and  oil-engine 
locomotives  for  narrow-gauge  tramways  and  mining  railways 
will  soon  be  one  of  the  manufacturing  departments  of  the  De 
La  Vergne  Company. 

The  Climax  Gas  Engine, 

made  by  the  Climax  Gas  Engine  Company,  is  of  the  four-cycle 
compression  type,  with  globular  combustion  chamber.  The 


PlG.   188.— THE  CLIMAX  GAS  ENGINE. 


VARIOUS   TYPES   OF   ENGINES  AND    MOTORS. 


26 


264  GAS,    GASOLINE,    AND     OIL    ENGINES. 

air  and  gas  inlet  is  at  the  end  of  the  globular  cylinder  head, 
to  which  is  inserted  and  attached  all  the  valves  and  valve  gear. 
The  valve-gear  shaft  is  driven  by  a  worm  gear  from  the  engine 
shaft,  and  carries  a  cam  for  operating  the  exhaust  valve 
through  a  lever.  A  cam  at  the  end  of  the  cam-shaft  operates- 
an  inertia  governor,  which  by  its  momentum  makes  a  hit-or- 
miss  opening  of  the  gas-inlet  valve  as  required  by  the  speed  of 
the  engine.  The  governor  is  made  adjustable  while  the  en- 
gine is  running  by  turning  a  milled-head  screw  and  tightening 
or  relieving  the  tension  of  a  spiral  spring  that  controls  the 
momentum  of  the  governor  bob. 

The  regulation  of  the  gas  flow  is  made  by  an  index  valve 
close  to  the  inlet  valve.  The  globular  cylinder  head  has  a 
water  circulation.  Hot-tube  ignition,  with  automatic  self- 
starting  attachment,  are  on  the  larger  size  engines.  The  en- 
gines of  this  company  are  made  in  nine  sizes  for  stock,  from 
ij  to  40  B.H.P.  Engines  of  any  desired  horse-power  larger 
than  40  B.H.P.  are  made  to  order. 

These  engines  are  well  adapted  for  electric  lighting,  and 
the  Climax  Company  guarantees  the  electrical  output  on  the 
measured  gas  consumption. 

In  electrical  light  trials  with  this  engine,  the  variation  by 
the  sudden  shutting  off  of  a  quarter,  half,  or  three-quarters  of 
the  number  of  lamps  shows  an  oscillation  of  less  than  two- 
volts,  and  with  a  gas  consumption  not  exceeding  40  cubic  feet 
per  kilowatt  per  hour. 

The  New   York  Motor. 

This  is  one  of  the  new  style  high-speed  mo-  ,<rs  of  light 
weight,  weighing  but  150  Ibs.  for  a  i-J  H.P.  motor,  including 
the  fly-wheel.  It  is  made  by  the  New  York  Motor  Company. 
It  is  operated  by  gas,  gasoline,  or  carbonated  oil.  The  sta- 
tionary style,  as  shown  in  Fig.  1 90,  has  the  water  tank  directly 
over  the  engine  on  a  frame,  which  also  holds  the  battery  and 
sparking-coil.  By  the  direct  and  close  water  connection  the 


VARIOUS   TYPES   OF   ENGINES   AND    MOTORS. 


265 


•water  in  the  tank  becomes  warm;  and  by  its  rapid  circulation 
keeps  the  cylinder  at  the  proper  temperature  for  economic  con- 
sumption of  gas  or  other  fuel — the  slow  evaporation  from  the 


FIG.  190.— THE  NEW  YORK  MOTOR. 

open  top  of  the  tank  being1  sufficient  to  keep  the  water  at  an 
even  temperature  of  about  180°  F. 

Several  novel  features  are  claimed  in  its  construction.  The 
crank  is  encased  and  runs  in  an  oil  bath,  thus  keeping  crank 
and  piston  lubricated.  The  shaft  has  an  outboard  bearing, 


266  GAS,    GASOLINE,    AND    OIL    ENGINES. 

which  counteracts  the  belt  strain.  The  motion  of  the  piston  is 
made  to  produce  an  air  circulation  in  the  piston  and  lower  part 
of  the  cylinder  to  prevent  undue  heating1,  thus  keeping  the 
piston  and  cylinder  at  a  uniform  temperature. 

The  inlet  valve  is  so  constructed  that  the  new  charge  is 
conducted  directly  down  to  the  piston,  and  on  compression  the 
spark  flashes  in  the  centre  of  the  combustion  chamber,  making 


FlG-  191.— THE  NEW  YORK  MOTOR. 

a  quicker  explosion  and  keeping  the  electrodes  free  from  foul- 
ing. 

The  valve  mechanism  is  very  simple  and  of  the  poppet 
kind,  consisting  of  one  double  valve,  operated  by  one  cam,  one 
roller,  arid  one  slide.  Both  valve  and  igniter  are  operated  by 
cams  on  a  reducing-gear  wheel.  Both  electric  and  hot-tube 
igniters  are  used,  as  preferred. 

The  gas  and  air  charges  are  regulated  by  index  valves,  with 
an  additional  control  of  the  gas  charge  by  a  ball  governor  run- 
ning by  belt  from  the  main  shaft.  For  a  launch  a  friction- 


VARIOUS  TYPES   OF   ENGINES  AND    MOTORS. 


267 


clutch  for  reversing1  the  propeller  wheel  is  used.  This  is  one 
of  the  few  very  light-weight  and  high-speed  engines  adapted 
for  small  power  and  portability. 

The  Facile  Oil  Engine. 

Originally  built   by   the    Britannia   Company,   Colchester, 
England,  and  now  built  in  the  United  States  by  Mr.  John  A. 


Holmes,  who  controls  the  United  States  patents  and  is  bring- 
ing out  the  general  features  of  the  English  engine  with  modi- 


268 


GAS,    GASOLINE,    AND    OIL    ENGINES. 


fication  and  improvements  derived  from  experience  and  the 
needs  of  a  perfect  motor,  using-  the  heavy  oils  and  kerosene  as 
explosive  fuel. 

In  Fig.  193  we  illustrate  the  vertical  style  as  used  for  ma- 
rine and  vehicle  propulsion.     It  is  of  the  two-cycle  compres- 


FlG.  193. —THE  VERTICAL  FACILE  MARINE  ENGINE. 

sion  type,  and  has  but  one  valve,  which  by  its  peculiar  con- 
struction operates  as  both  inlet  and  exhaust  valve.  The  valve 
is  a  ported  piston,  capped  by  a  disc  valve  to  hold  the  ports  in 
their  proper  position  and  close  the  exhaust  during-  the  pres- 
sure stroke. 

The  crank  chamber  is  closed,  and  by  the  downward  stroke 
of  the  piston  produces  an  air  pressure  that  charges  the  com- 
bustion chamber  at  every  revolution.  It  is  self -igniting.  The 


VARIOUS   TYPES   OF   ENGINES   AND    MOTORS.  269 

small  pump  seen  in  front,  driven  by  a  cam  on  the  main  shaft 
through  a  rock  shaft  and  arms,  with  an  adjusting  screw  to  reg- 
ulate the  stroke,  sends  the  oil  into  a  small  chamber  seen  in  the 
extension  below  the  combustion  chamber,  where  it  is  vaporized 
by  first  heating  the  small  chamber  with  a  lamp  to  start  with, 
after  which  the  heat  is  retained  by  a  tube  extending  up  into 
the  combustion  chamber,  when  the  lamp  is  removed  and  the 
operation  of  the  engine  becomes  continuous  automatically. 

In  Fig.  192  is  illustrated  a  horizontal  Facile  engine,  in 
which  the  two-cycle  impulse  is  obtained  by  a  differential  action 
of  the  piston  from  its  reduced  size  at  the  crank  end  operating 
through  a  stuffing-box,  as  seen  in  the  cut.  This  engine  has  a 
separate  valve  chamber  for  the  exhaust  and  inlet,  which  is  con- 
trolled by  a  single  valve,  a  combination  of  a  ported  piston  and 
seated  disc.  Its  operation  is  regulated  by  a  secondary  shaft 
and  vertical  centrifugal  governor,  which  varies  the  charge. 

These  engines  are  built  at  present  in  a  number  of  sizes, 
from  i  to  25  H.P.,  single  and  double  cylinder. 

The  Simplex  Naphtha  Launch  Engine. 

A  new  engine,  designed  especially  for  boat  service,  has  just 
been  put  on  the  market  by  Charles  'P.  Willard  &  Co.  These 
engines  are  of  the  two-cycle  compression  type,  or  with  an  im- 
pulse at  each  revolution  of  the  crank.  It  is  very  simple  in 
construction,  receives  its  charge  and  exhausts  through  cylinder 
porlu  opened  and  closed  by  the  movement  of  the  piston  at  the 
end  of  the  downward  stroke. 

A  single  eccentric  on  the  main  shaft  operates,  through  a 
lever  and  two  cams,  the  electric  igniter  alternately  for  forward 
and  backward  motion  of  the  engine. 

The  valve  seen  on  the  cylinder  regulates  the  charge  from 
the  closed-crank  chamber,  which  is  compressed  by  the  down- 
ward stroke  of  the  piston.  The  naphtha  vapor  and  air  are 
drawn  into  the  crank  case  by  the  upward  stroke  of  the  piston, 
thoroughly  mixed  by  the  motion  of  the  crank,  and  receives  its 


270  GAS,    GASOLINE,    AND     OIL     ENGINES. 

maximum  compression  at  the  moment  of  opening  the  inlet 
port,  when  the  compressed  mixture  rushes  into  the  combustion 
chamber  of  the  cylinder,  while  the  exhaust  port  is  still  open  to 
clear  the  cylinder  of  the  products  of  the  previous  explosion. 


PIG.    194.— THE  SIMPLEX  BOAT  ENGINE. 

These  engines  are  built  in  sizes  of  2,  4,  and  6  H.P.  The 
2  H.P.  engine  weighs  300  Ibs.,  and  is  suitable  for  a  boat  from 
16  to  22  feet  long.  The  4  H.P.  engine  is  suited  for  a  boat 
20  to  28  feet  long,  and  weighs  500  Ibs.  All  the  engines  run 
at  a  speed  suitable  for  boat  service  up  to  300  revolutions  per 
minute. 


VARIOUS   TYPES    OF    ENGINES   AND    MOTORS. 


271 


The   White  &  Middleton  Gas  Engine. 

This  engine  is  equally  suited  to  both  gas  and  gasoline,  and 
is  made  by  the  White  &  Middleton  Gas  Engine  Company.  All 
their  engines  are  of  the  four-cycle  compression  type,  with  the 
principal  exhaust  ports  opened  by  the  piston  at  the  end  of  its 


FIG.   195.— THE  WHITE   &  MIDDLETON    ENGINE. 

explosive  stroke,  and  with  an  additional  or  clearance-exhaust 
valve  in  the  cylinder  head. 

The  valves  are  all  of  the  poppet  type.  The  supplementary 
exhaust  valve  is  operated  by  a  lever  across  the  cylinder  head 
and  a  push-rod  direct  from  a  differential  slide  mechanism, 
which  does  away  with  the  reducing-gear  used  on  other  engines. 
An  arm  on  the  push-rod  operates  the  gas- valve  stem,  which 
is  provided  with  a  regulating  adjustment. 

The  small  roller  disc  on  the  push-rod  mechanism  is  under 
the  control  of  a  centrifugal  governor  and  a  spring,  being 


272 


GAS,    GASOLINE,    AND     OIL    ENGINES. 


thrown  out  of  gear  with  the  shaft  cam  whenever  the  speed  of 
the  engine  exceeds  the  normal  rate,  and  thus  failing  to  open 
the  gas  supply  and  the  supplementary  exhaust  valve  until  the 
speed  of  the  engine  has  returned  to  its  normal  rate.  There 
is  a  relief  valve  opening  into  the  supplementary  exhaust  pas- 
sage for  relieving  the  pressure  in  the  cylinder  when  starting  the 


FIG.  196.— SECTIONAL  PLAN  OF  THE  WHITE  &  MIDDLETON  ENGINE. 

engine.  The  whole  design  of  the  engine  "is  exceedingly  sim- 
ple and  its  action  noiseless. 

When  gasoline  is  used  the  gas-supply  valve  is  replaced  by  a 
small  pump,  which  is  operated  by  the  push-rod,  and  its  hit-or- 
miss  stroke  is  governed  by  the  action  of  the  push-rod  and  its 
governor. 

These  engines  are  built  in  nine  sizes,  from  4  to  50  B.H.P. 


The  Hydrocarbon  Motor  and  Launch. 

The  Hydrocarbon  Launch  Company  are  builders  of  open 
launches,  cabin  cruisers,  and  yacht  tenders,  equipped  with  an 
approved  pattern  of  kerosene  motors — which  for  cruising  is 
claimed  to  be  the  most  desirable  for  fuel,  as  kerosene  is  not 
only  cheap,  but  can  be  purchased  in  every  grocery  store  on  the 
line  of  a  cruise. 

The  boats  are  of  fine  lines  and  high  finish  for  comfort  and 
convenience,  and  of  sizes  of  16,  18,  21,  25,  30,  36,  42,  45,  and 


VARIOUS   TYPES    OF   ENGINES   AND    MOTORS.  2/3 


FIG.  197.— THE  HYDROCARBON  LAUNCH  CO.'S.    i8-FOOT  LAUNCH— I  H.P.  MOTOR. 


2J4  GAS-    GASOLINE,    AND     OIL    ENGINES. 


FIG.  198.— THE  HYDROCARBON  MOTOR  AND  REVERSING  WHEEL. 


VARIOUS   TYPES   OF   ENGINES   AND    MOTORS.  275 


o 

5 


2  76 


GAS,  GASOLINE,  AND    OIL   ENGINES. 


50  feet  in  length,  with  motors  of  suitable  power  for  any  de- 
sired speed. 

The  management  of  the  motor  is  all  done  by  direct  connec- 
tion at  the  wheel  or  tiller.  Ignition  is  electric,  and  the  motor 
can  be  started  by  charging  the  cylinder  without  turning  the 
fly-wheel.  Speed  regulation  is  made  by  varying  the  charge  in 
quantity  but  not  in  quality,  so  that  explosions  are  obtained  at 
every  revolution  of  the  wheel,  whether  running  at  full  power 
or  light.  The  kerosene  fuel  is  injected  into  the  combustion 
chamber  in  exact  quantities  for  each  explosion  by  a  small 
pump,  the  stroke  of  which  is  handled  by  the  steersman. 

The  new  motor  of  this  company  is  somewhat  different  from 
the  one  shown  in  our  illustration.  It  has  been  reduced  to  the 
simplest  terms  in  its  working  parts,  to  better  adapt  it  for  use 
by  persons  not  posted  in  the  details  of  motor  engineering. 
The  motor  and  propeller  run  constantly  in  one  direction,  and 
the  various  movements  of  the  propeller  blades  for  forward, 
slow,  stop,  and  backing  are  controlled  by  a  lever  at  the  tiller 
or  steering-wheel. 

The  following  table  gives  the  sizes  of  launches,  motors, 
capacities,  and  cost  of  running  as  made  by  the  Hydrocarbon 
Launch  Company: 


Length. 

Motor. 

Draught. 

Beam. 

Depth. 

Passengers 
carried. 

Speed 
per  hour. 

Cost 
per  hour. 

Feet. 

H.  P. 

Inch. 

Ft.    In. 

Ft.    In. 

Miles. 

Cents. 

16 

t 

12 

4 

18 

4  to    6 

5    to    si 

f 

16 

I 

16 

4       8 

2 

5  to    7 

5    to    6 

I 

18 

I 

18 

5 

2         2 

6  to  10 

6    to    7 

I 

21 

2 

22 

5       6 

2         3 

10  to  15 

6*  to    7^ 

2 

25 

4 

24 

6 

2         6 

15  to  20 

7ito    8i 

4 

30 

7 

27 

6       6 

2       IO 

20  to  25 

8$  to   9! 

7 

33 

7 

28 

7 

3         2 

22  tO  28 

9    to  10 

7 

35 

12 

30 

8 

3       6 

25  to  30 

10   to  ii 

12 

40 

12 

34 

8       6 

3       8 

30  to  35 

10     tO  12 

12 

50 

Two  12 

38 

9       6 

4       2 

35  to  45 

ii    to  14 

24 

The  Duryea  Motor   Wagon. 

Fig.   200  illustrates  the  general  appearance  of  the  motor 
wagon  made  by  the  Duryea  Motor  Wagon  Company.     Their 


VARIOUS   TYPES    OF   ENGINES   AND    MOTORS. 


277 


motor  wagons  were  the  winners  of  prizes  in  the  Chicago  races 
of  1895  and  in  the  Cosmopolitan  race  of  1896.  It  has  34-inch 
front  and  38-inch  rear  wheels,  with  2-J-inch  pneumatic  tires,  is 
steady  in  action,  and  easy  and  comfortable  to  ride  in.  Its  low 
rig  makes  it  a  most  desirable  vehicle  for  a  physician  or  for- 
messenger  service,  a  most  convenient  carriage  for  ladies  for 


FlG.   200.— THE  DURYEA  MOTOR  WAGON. 


park  or  road  riding.  It  runs  backward  or  forward  with  equal 
facility — backward  at  3-mile  speed,  and  forward  at  5-,  10-,  and 
2o-mile  speed.  It  has  two  independent  motors  of  about  3  H.P. 
each,  so  that  with  any  derangement  of  one  motor  the  other  is 
available  for  ordinary  speed.  It  uses  electric  exploders.  It  is 
speeded  and  guided  by  the  vertical  and  horizontal  motion  of 
a  single  lever ;  carries  8  gallons  of  gasoline,  sufficient  for  a  trip 
of  100  or  200  miles. 

The  steering  action  is  so  arranged  that  obstructions  will  not 
jerk  the  lever  from  the  hand. 

The  Gasoline  Motor  Bicycle. 

In  Figs.  201  to  204  is  illustrated  a  German  gasoline 
motor  bicycle,  made  by  Wolfmuller  &  Geisenhof,  Munich, 
Germany.  A  large  number  of  bicycles  of  this  type  are  in  use 


2  78 


GAS,    GASOLINE,    AND     OIL    ENGINES. 


in  Munich  and  Paris.  It  is  similar  in  type  to  the  lady's  bi- 
cycle, being"  easy  to  mount  and  start  without  mishaps,  from  its 
low  centre  of  gravity.  The  hind  wheel  is  composed  of  two 
sheets  of  thin  steel  and  a  rim,  which  gives  it  great  stability 
under  the  load,  the  machine  alone  weighing  no  Ibs.  It  is  ac- 
tuated by  two  pistons,  and  is  equal  to  2  H.P.  The  speed  can 


FIG.  201.— THE   MOTOR   BICYCLE. 


be  regulated  from  3  to  24  miles  per  hour.  All  the  operations 
for  controlling  speed,  guiding,  and  the  brake  are  constantly  in 
the  hands.  The  gasoline  tank  is  placed  between  the  tube 
frames,  and  contains  gasoline  sufficient  for  a  trip  of  100  miles. 

All  the  essential  parts  are  placed  in  the  interior  of  the 
frame,  and  are  consequently  protected  against  damages  caused 
by  a  collision,  fall,  etc. 

The  gasoline  reservoir  M  is  located  behind  the  head  of  the 
oicycle,  and  maybe  filled  through  the  tubulure  ;//,  with  a  quan- 
tity of  liquid  sufficient  for  120  miles.  The  gasoline  falls  drop 
by  drop  into  the  evaporator  N,  in  passing  through  the  cock  S 
and  the  funnel  T.  Through  a  simple  mechanism,  shown  in 
Fig.  204  (4),  the  gas  mixed  with  air  in  proper  proportions  en- 
ters the  ignition  chamber  through  the  valves  O.  (2) 


VARIOUS   TYPES   OF   ENGINES   AND    MOTORS. 


2/9 


A  lamp  P,  which  continually  keeps  at  a  red  heat  a  small 
tube/,  placed  above  the  flame,  produces  the  explosion  of  the 
detonating-  mixture.  The  piston  I  is  thus  driven  into  the  cyl- 


fcAIG.   2T  2. —DETAILS  OF  THE   MOTOR   BICYCLE  (ELEVATION). 

inder  W,  and  actuates  around  the  axis  I  the  rod  I  J,  which  is 
aided  in  its  return  motion  by  a  powerful  spring,  E  J.. 

The  most "  important  control  given  to  the  handle-bar  piece 


FIG.  203.— DETAIL  PLAN. 

Details  of  the  Motor  Bicycle  (Figs.  202  and  203).  A,  Driving  wheel ;  B,  steering 
wheel;  C,  D,  E,  F,  G,  H»  frame  tubes  ;  M,  gasoline  reservoir;  N,  evaporator;  O,  valve 
box;  P,  lamp  and  ignition  chamber;  /,  ignition  tube  ;  R,  water  reservoir;  S,  cock  for 
regulating  the  entrance  of  gasoline  into  the  evaporator ;  T,  funnel  of  the  evaporator ; 
U,  regulator  of  water  for  cooling  the  cylinders ;  V,  distributing  mechanism ;  W, 
cylinders ;  I  J,  connecting  rod  ;  K,  cam  ;  K',  roller ;  K",  rod  of  the  distributing  mechan- 
ism ;  L,  piston. 

is  the  entrance  and  exit  of  the  evaporator  N.  The  latter  is 
thus  named  because  the  gasoline,  falling  drop  by  drop  through 
the  funnel  T,  evaporates  therein.  A  succession  of  gauze  sieves 
a  a't  etc. ,  placed  one  above  another  in  the  cylinder,  offers  there- 


280 


GAS,    GASOLINE,    AND    OIL    ENGINES. 


in  the  greatest  surface  of  evaporation  possible.  The  external 
air,  which  through  its  mixture  with  the  gas  is  to  produce  the 
detonating  mixture,  enters  the  cylinder  through  b  and  the  pipe 
b\  through  a  capsule  that  prevents  the  suction  of  impurities 
and  dust.  The  admission  of  the  mixture  into  the  valve  cham- 
ber is  regulated  by  the  piston  ct  whose  rod  d  is  placed,  like  the 


FIG.  204.— DETAILS  OF  THE  EVAPORATOR,  ETC. 

Details  of  the  Evaporator— partial  section  :  /,  Funnel  for  entrance  of  gas  ;  0,  a',  etc., 
gauze  for  accelerating  evaporation  ;  0,  £',  tubes  for  entrance  of  the  air ;  c>  piston  for 
admitting  the  mixture  into  the  valve  box ;  </,  its  rod.  5,  Details  of  the  distributing 
Mechanism  :  K",  Extremity  of  the  actuating  rod  ;  r,  t,  levers  ;  p^  r\  r",  joints  ;  s,  spiral 
spring ;  tt>,  zv\  supports  of  the  spring ;  «,  «',  stop-blocks.  6,  Details  of  the  various 
Valves :  vl,  v*,  Ignition  valves ;  v3,  suction  valve ;  v*t  v*t  emission  valves;  z/6,  air 
valve. 

gasoline  cock,  under  the  absolute  control  of  the  rider.  If, 
then,  the  latter  completely  closes  the  cock,  he  thus  also  her- 
metically closes  the  admission  tube  at  the  same  time.  The 
gasoline  ceases  to  fall  upon  the  gauzes  and  the  mixture  to  en- 
ter the  ignition  chamber,  and  conversely.  The  cam  K,  fixed 
upon  the  disc  wheel  A  and  carried  along  in  its  revolution, 
frees,  in  passing,  the  roller  K',  mounted  upon .  a  guide  block 
that  transmits  motion  to  the  traction  rod  K*.  It  is  this  rod 
that,  at  V,  actuates  the  distributing  mechanism,  which  it  is 
impossible  to  represent  in  Fig's.  202,  203 ;  the  principal  details 
of  which  are  shown  in  Fig.  204  (5)  (6).  This  mechanism  i» 


VARIOUS   TYPES   OF   ENGINES  AND    MOTORS.  28 1 

installed  upon  a  plate  that  forms  a  cover  for  the  cooling-box 
of  the  cylinders.  It  is  constructed  as  follows :  The  extremity 
of  the  rod  K*  is  jointed  at  r'  with  a  lever  r,  that  oscillates 
around  the  fixed  point  /,  and  is  continuously  brought  back  to 
its  normal  position  by  a  powerful  spring  S  as  soon  as  the  pas- 
sage of  the  cam  K  over  the  roller  K'  has  made  it  lose  it. 

The  extremity  of  this  lever  r  is  jointed  at  r"  to  another  le- 
ver /,  whose  extremity  commands,  at  /',  the  valves  represented 
in  Fig.  202.  At  about  its  centre  the  lever  t  is  jointed  again  to 
a  crosshead  M,  and  held  upon  it  with  hard  friction  by  two  spi- 
ral springs.  This  head  engages  with  the  blocks  n  and  n\  which 
are  provided  with  corresponding  notches.  The  central  part  of 
the  lever  t  is  thrust  alternately  against  w  and  w'.  On  another 
hand,  the  levers,  /'  (Fig.  204)  (6)  carry  at  their  extremity  an- 
other small  lever,  t"  which  controls  the  valves  vl  and  ^a,  leading 
to  the  ignition  chamber.  Owing  to  this  arrangement,  the  lever 
f  of  one  of  the  cylinders  causes  at  the  same  time  the  ignition 
in  the  conjoined  cylinder. 

If  now  we  suppose  that  the  cam  K  carries  along  the  rod  K',. 
it  will  be  seen  that  the  lever  t  will  recoil  and  carry  with  it  one 
of  the  levers,  /'.  The  crosshead  m  engages  at  the  same  time 
with  the  block  #,  and  compresses  the  spiral  spring  which  is  lo- 
cated behind  the  piece,  w.  But  as  soon  as  the  powerful  spring 
S  acts,  it  brings  the  lever  /  to  the  front  and  causes  the  head  m 
to  engage  at  n,  carrying  with  it  the  second  lever  1 1',  and  recip- 
rocally. 

It  is  certain  that  the  complication  of  the  pieces  is  here  very 
formidable  for  a  machine  designed  for  a  little  of  every  kind  of 
speed  and  all  kinds  of  roads,  but  we  must  also  remember  that 
we  are  as  yet  witnessing  only  the  first  trial  of  automobile  cy- 
cling, and  we  ought  to  give  the  inventors  a  margin  of  some 
time.  However  it  be  with  the  criticisms  of  detail  that  wo 
might  formulate,  one  fact  remains,  and  that  is  that  the  bicycle; 
that  we  have  described  is  really  in  operation.  Its  success  in. 
Germany  and  Switzerland  is  already  so  great  that  the  entire 


282 


GAS,    GASOLINE,    AND     OIL    ENGINES. 


product  of  the  manufacturers  has  been  engaged.     A  number 
of  these  motor  bicycles  are  now  in  use  in  the  United  States. 

The  Bollee  Automobile  Tricycle. 

The  Bollee  tricycle  is  a  French  gasoline  carriage  of  the  bi- 
cycle type,  built  by  Mr.  Leo  Bollee,  of  Mans,  France.  The 
engine  is  of  the  four-cycle  type,  single  cylinder,  of  more  than 


FIG.  205.— THE  BOLLEE  TRICYCLE.. 

usual  length,  designed  to  carry  the  expansion  as  far  as  prac- 
ticable.    Gasoline  vapor  is  produced  in  a  carburetter. 

The  engine  is  of  2  H.  p. ,-  and  makes  about  800  crank  revolu- 
tions per  minute  at  full  speed  (27  miles  per  hour),  and  operates 
the  vehicle  axle  by  belts  and  friction-clutches,  producing  a 
noiseless  motion  of  the  machinery,  with  the  attenuated  exhaust 
smothered  by  a  muffler.  The  whole  apparatus,  weighing  only 
350  Ibs.,  is  most  conveniently  arranged  for  quickly  mounting, 
and  with  all  the  driving  and  steering  gear  under  the  imme- 
diate control  of  one  hand. 


VARIOUS   TYPES   OF   ENGINES   AND    MOTORS.  283 

The  slight  elevation  of  the  vehicle  gives  it  a  perfect  stabil- 
ity, since  its  centre  of  gravity  is  situated  but  1 6  inches  above 
the  surface  of  the  ground.  Its  wheel  base  is  3^-  by  4  feet. 

The  steersman  sits  behind,  his  feet  resting  on  each  side 
upon  a  platform  provided  with  a  straw  mat.  He  merely  has 
to  move  his  foot  backward  in  order  to -press  the  lever  of  a  pow- 
erful brake,  whose  block  is  tangent  to  the  circumference  of  the 
driving-wheel.  With  his  right  hand  he  steers  the  vehicle 
through  a  hand  wheel,  which,  by  a  very  simple  gearing,  turns 
the  fore  wheels  to  the  right  or  left.  With  the  left  hand  he 
holds  an  almost  vertical  lever,  which  permits  him  with  a  few 
motions  to  effect  several  important  manoeuvres.  If  he  pushes 
it  forward  he  tautens  the  driving-belt,  and  consequently  starts 
the  vehicle  as  soon  as  the  motor  has  been  set  in  operation 
through  a  winch,  according  to  the  well-known  process.  If,  in 
the  median  position  of  the  lever,  he  turns  the  handle  to  the 
right  or  left,  he  throws  the  motor  into  gear  into  one  or  another 
of  the  three  speeds.  Finally,  if  he  pulls  the  lever  backward, 
he  loosens  the  belt  and  consequently  suppresses  the  transmis- 
sion, and,  at  the  same  time,  presses  the  brake  block  against 
the  driving-wheel. 

Automobile  Carriages. 

The  Mueller  gasoline  motor  carriage  is  of  an  elegant  design, 
built  in  the  style  of  a  * '  trap  "  for  four  persons.  It  has  a  few  pecu- 
liarities that  give  it  more  the  appearance  of  an  ordinary  carriage 
than  is  commonly  seen  in  this  class  of  vehicles.  The  absence  of 
the  cumbersome  box  over  the  rear  wheels  is  noticeable.  It  is 
dispensed  with  by  placing  the  motor  forward  of  the  axle  and  the 
cooling-coil  on  the  dash-board,  where  it  is  noticed  that  it.  not 
only  makes  a  neat  appearance,  but  is  the  best  place  for  the 
exposure  of  the  cooling  surface  to  the  air,  by  which  the  neces- 
sary quantity  of  water  is  much  lessened.  The  motor  is  of  four- 
horse-power,  of  the  two-cylinder,  four-cycle  compression  type. 


284 


GAS,    GASOLINE,    AND    OIL    ENGINES. 


The  transmitting"  mechanism  is  a  combination  of  gears  and 
chains,  giving  three  speeds  forward  and  one  backward,  ranging 
from  3  to  20  miles  an  hour.  The  wheels  have  pneumatic  tires 
and  roller  bearings. 


The  Clement  Motor  Carriage. 

This  is  a  French  vehicle  that  recommends  itself  for  the 
lightness  of  construction  of  both  carriage  and  motor.  A  car- 
riage for  two,  weighing  only  575  pounds,  and  for  one  person  less 
than  500  pounds.  Their  lightness  makes  them  easy  to  manage 


VARIOUS    TYPES    OF    ENGINES    AND    MOTORS. 


and  suitable  for  long  trips.     The  carriage  body  rests  on  a  frame 
of  steel  tubing  partially  shown  at  A,  Fig.  213. 


The  motor  is  of  the  one-  or  two-cylinder,  four-cycle  type,  using 
gasoline,  which  is  stored  in  a  case  under  the  seat.  The  motor 
for  carriage  for  two  persons  weighs  120  pounds,  and  for  one  per- 
son a  little  less  than  100  pounds. 


286 


GAS,    GASOLINE,    AND    OIL    ENGINES. 


By  a  special  arrangement  the  motor  may  be  quickly  thrown 
out  of  gear  ;  this  consists  of  a  manchon  (clutch  coupling  box) 
fixed  on  a  secondary  shaft,  and  in  which  are  arranged  a  series 
of  toothed  segments,  which  throws  the  motor  out  or  in  gear  by 
the  operation  of  the  pedal  at  I  on  the  floor  of  the  carriage. 

The  same  pedal  also  operates  a  brake.  The  gasoline  tank 
is  placed  under  the  seat  at  M,  with  separate  tubes  O  O'  for 
cylinder  and  igniter,  while  the  lubricating  oil  is  drawn  by  tubes 
from  a  small  can  N  in  a  tool-box  on  the  dash-board.  The  steer- 
ing-lever K  operates  the  pivoted  front  wheels  through  a  set  of 
levers  and  connecting-rods.  All  the  wheels  have  ball  bearings 


FlG.    214. — THE   CLEMENT  CARRIAGE  MOTOR. 

and  pneumatic  tires.  The  rear  axle  L  has  no  differential  gear 
and  is  driven  by  a  single  chain  over  a  sprocket  wheel  in  the  cen- 
cer.  The  axle  boxes  are  held  in  sliding  sockets  for  tightening 
the  chain.  The  fork  at  J,  being  jointed  at  Q,  compensates  for 
inequalities  in  the  road  and  movement  of  the  springs.  The 
rod  E  controls  the  change  gear  for  four  speeds,  4,  10,  15,  and 
20  miles  an  hour.  The  rod  G  controls  the  brake  at  F.  Both 
rods  rotate  by  handles  and  are  socketed  in  a  bracket  on  the 
steering-lever  at  K. 

The  cylinders  of  this  motor  being  placed  directly  in  range 
with  the  impact  of  air  from  the  motion  of  the  carriage  are  only 
provided  with  radiating  ribs  for  cooling  them,  and  thus  dispenses 


VARIOUS    TYPES    OF    ENGINES    AND    MOTORS. 


287 


288  GAS,    GASOLINE,    AND    OIL    ENGINES. 

with  the  considerable  weight  of  a  water  tank  and  cooling  water. 
The  crank  end  and  fly-wheel  are  enclosed  in  a  light  iron  case, 
which  holds  the  oil  and  lubricates  journals  and  gearing. 

H,  Fig.  214,  is  the  carburetter  which  receives  its  charge 
through  an  automatic  valve,  where  it  is  met  by  the  warm  air 
drawn  through  a  tube  over  the  Bunsen  burner  G.  The  charge  is 
drawn  in  by  the  action  of  the  piston  through  the  spring  retained 
inlet  valve  at  E.  The  reducing-gear  shaft  M  carries  two  ex- 
haust cams,  alternating,  one  for  each  cylinder.  The  gasoline 
charges  flow  by  gravity  and  are  regulated  by  an  index  cock 
for  the  carburetter  and  for  each  igniter. 

The  Penning  ton  Tricycle. 

The  illustrations,  Figs.  215  and  216,  show  the  later  design  of 
the  Penningtbn  motor  tricycle  for  four  persons  as  now  made  at 
Coventry,  England.  It  has  the  most  compact  form  for  its 
carrying  capacity  of  any  vehicle  as  yet  brought  out.  Its 
weight  is  about  280  Ibs.  and  its  dimensions  allowing  it  to  pass 
readily  through  ordinary  doorways.  A  double  four-cycle  engine 
acting  through  a  crank  shaft  and  chain  gear  to  the  single  rear 
wheel  is  the  operating  mechanism.  The  speed- con  trolling  and 
steering-gear  is  operated  from  the  rear  central  saddle  by  the 
vertical  lever  and  bicycle  arms  as  shown  in  the  cuts.  The 
bicycle  pedals  and  chain  connections  with  the  motor  shaft 
give  the  driver  perfect  control  in  starting  and  stopping  inde- 
pendent of  the  brake.  The  vehicle  is  started  by  the  pedals  after 
the  driver  is  seated,  and  the  motor  stops  when  the  tricycle  is 
standing,  thus  obviating  the  unpleasant  vibration  of  the  vehicle 
when  standing  as  with  other  explosive  motor  vehicles.  The 
pedal  shaft  sprocket  has  a  silent  ratchet  so  that  the  driver  can 
use  the  pedals  for  a  foot-rest.  The  steering  is  by  swivelling  the 
front  wheels;  a  sprocket  and  chain  connection  running  around 
the  axles  of  both  forks  and  to  a  sprocket  on  the  handle-rod  in 
front  of  the  driving-wheel. 


VARIOUS    TYPES    OF    ENGINES    AND    MOTORS. 


289 


CHAPTER  XVIII. 

VARIOUS    TYPES    OF    ENGINES    AND    MOTORS — CONTINUED. 
Fetter's  Gasoline  Engine  and  Motor  Carriage, 

THE  Fetter  engine  is  an  English  design  and  so  simple  in  its 
parts  that  we  give  it  a  place  here  for  the  benefit  of  our  amateur 
friends. 

As  designed  for  a  carriage  for  four  persons,  the  cylinder  is 
made  3^  inches  diameter,  6  inches  stroke  ;  the  inner  shell  of 
the  cylinder  of  cast  iron,  £  inch  thick  at  the  combustion  end. 
The  outer  shell  is  made  of  thin  tubing  driven  over  the  flanges 


FlG.    217. — THE  FETTER  STATIONARY  ENGINE. 

and  calked.  When  made  for  a  stationary  engine  the  outer  shell 
may  be  made  of  cast  iron  and  pushed  over  the  inner  cylinder,  as 
shown  in  the  sectional  cut,  Fig.  2 1 8. 

The  engine  is  of  i  H.  p.  actual  at  200  revolutions.     The  prin- 


VARIOUS    TYPES    OF    ENGINES    AND    MOTORS. 


291 


ciples  of  both  stationary  and  carriage  engines  are  essentially  the 
same.  For  a  carriage,  the  cylinder  is  bolted  to  two  parallel  steel 
bars,  which  carry  the  main  bearings. 

The  crank  shaft  is  balanced  and  has  a  bored  recess  for  oil, 
holding  sufficient  for  a  day's  run.  The  gasoline  gravitates  to 
the  inlet  valve  A  through  a  percolator  G,  Fig.  218,  and  atomized 
by  the  air  drawn  in  through  B  by  the  suction  of  the  piston. 
The  exhaust- valve  E  is  operated  by  a  long  lever  from  a  cam  on 
.  the  reducing-gear. 


FlG.    2l8. — SECTION   OF   THE   FETTER   GASOLINE   ENGINE. 

Fig.  219  represents  the  general  plan  of  the  motor  carriage 
and  driving-gear.  The  first  motion  chain  E  E'  conveys  power 
to  the  intermediate  shaft  H  by  means  of  a  friction-gear  opera- 
ted by  a  lever  in  the  carriage  at  the  right  hand  of  the  driver  at 
G,  which  presses  the  bell  crank  W,  slightly  moves  the  shaft 
and  grips  the  chain  wheel  E'  between  the  wooden  blocks  on  the 
disks  F  F  F  F.  The  same  lever  pulled  instead  of  pushed  puts  on 
the  brake,  and  thus  forms  in  one  the  starting,  stopping,  and 
brake  lever.  Another  lever  M  is  for  changing  the  speed  by 
releasing  or  closing  the  clutch  of  the  high-speed  sprocket  N. 


GAS,    GASOLINE,    AND    OIL    ENGINES. 

The  low- speed  gear  L  K  has  an  overrunning  ratchet  on  the  main 
axle  at  R.  A  removable  handle  S  is  used  for  starting  the  engine 
and  at  the  same  time  by  an  arrangement  not  shown  in  the  cut 
opens  the  exhaust  until  the  first  charge  is  fired.  The  water  and 
gasoline  are  placed  under  the  back  seat  and  neatly  enclosed. 


FIG.    219.— PLAN  OF  THE  FETTER  MOTOR  CARRIAGE. 

The  total  weight  of  the  carriage  is  1000  Ibs.  ;  weight  of  engine, 
fly-wheel,  and  side-bars,  120  Ibs.  A  speed  of  ten  miles  per  hour 
is  easily  attained  on  good  roads. 

The  Trotter  Oil  Vapor  Engine. 

Among  the  later  patents  is  the  combination  of  a  double 
area  cylinder  and  piston  with  a  vaporizing  chamber  for  the 
heavier  oils  for  a  two-cycle  compression  engine.  Patent  No. 
575,661,  toW.  F.  Trotter,  Marshall  town,  Iowa. 

It  will  be  noticed  that  the  exhaust  is  by  cylinder-port  at  the 
middle  of  the  stroke,  controlled  by  an  exhaust-valve  operated 
from  the  crank  shaft.  The  charge  of  air  is  forced  by  the  en- 


VARIOUS    TYPES    OF    ENGINES    AND    MOTORS.  293 

larged  section  of  the  piston,  while  the  oil  is  fed  to  the  combus- 
tion chamber  during  the  impulse  stroke. 

By  this  arrangement  the  exhaust  is  opened  at  the  end  of  the 
stroke  and  continues  during  half  of  the  return  stroke,  while  fresh 
air  and  vapor  are  being  charged  in  at  the  head  of  the  cylinder. 
At  the  half -return  stroke  compression  commences,  the  hot  vapor- 


FlG.   220. — THE  TROTTER  OIL  VAPOR  ENGINE. 

izing  chamber  acting  as  the  combustion  chamber  and  clearance 
space  of  the  cylinder  area.  The  vaporizing  chamber  is  first 
heated  to  start  the  engine,  when  it  continues  in  action  by  the 
heat  kept  up  by  combustion. 

The  Grohman  Gasoline  Engine. 

The  Grohman  engine  is  the  subject  of  a  patent  to  C.  L. 
Grohman,  Hartford,  Conn.  It  involves  the  principles  of  a  two- 
cycle  compression  engine  with  a  differential  cylinder  and  piston. 

Its  details  are  worthy  of  study  as  described  by  the  inventor. 
It  is  a  type  of  the  drift  of  later  designs  in  explosive  motors. 

4  *  The  piston  is  compound,  comprising  a  working  piston  and 
a  compression  piston,  and  is  chambered,  though  constructed  as 
one  member.  It  is  of  differential  diameters  to  correspond  with 
the  differential  diameters  of  the  cylinder,  and  separates  the 
chambered  casing  into  a  working  compartment  and  a  compres- 
sion compartment. 


294 


GAS,    GASOLINE,    AND    OIL    ENGINES. 


'  *  The  exhaust- valve  is  connected  by  a  pivotal  lever  to  an  ec- 
centric on  the  crank  shaft.  This  pivotal  lever  is  bifurcated  at 
its  inner  end  and  is  pivotally  connected  to  an  inverted  cup-shaped 
sleeve,  enclosing-  the  upper  end  of  the  valve  stem,  so  that  on 


FlG.    221.  — SECTION   OF  THE  GROHMAN    GASOLINE  ENGINE. 

the  downward  movement  of  the  sleeve  the  valve  stem  will  be 
depressed  to  actuate  or  depress  the  valve  member. 

"The  valve  seat  constitutes  the  end  of  a  port  or  passage 
opening  into  the  working  chamber  when  the  valve  is  open, 
and  communicating  with  a  main  passage  which  conveys  away 
the  products  of  combustion. 


VARIOUS    TYPES    OF    ENGINES    AND    MOTORS. 


295 


' '  From  the  lower  end  of  the  working  chamber  leads  a  second 
port  opening  into  the  main  port  and  assisting  the  outflow  of 
the  products  of  combustion  from  the  chamber.  This  working 
chamber  also  has  an  inlet  port  slightly  below  the  eduction  port 
and  in  position  to  communicate  with  the  chamber  of  the  com- 
pound piston,  by  means  of  a  port  of  the  working  piston,  when 
this  compound  piston  has  reached  the  completion  of  its  down- 
ward stroke. 

''The  valves  are  of  the  poppet  type,  operated  by  springs, 
the  induction-valve  being  actuated  by  the  suction  of  the 
piston. 


FlG.    222.— DETAILS    OF    CYLINDER    AND    VALVES. 


' '  The  vaporizer  has  within  it  a  gas  conductor  provided  with  a 
spiral  channel,  leading  from  its  upper  to  its  lower  end,  so  that 
the.  area  of  the  gasoline  is  increased  and  its  evaporation  facili- 
tated. The  'gasoline  is  led  into  the  upper  end  of  this  vaporizer 
and  flows  down  around  the  spiral  chamber.  The  portion  not 
evaporated  collects  in  a  trough  at  the  bottom  and  is  taken  back 
to  the  reservoir  by  an  overflow  pipe. 

*  *  The  gasoline  is  first  mixed  with  hot  air,  then  with  cold  air, 
the  supply  of  both  being  regulated  by  valves. 

"  In  the  operation  of  this  engine,  the  liquid  having  been  con- 
veyed to  the  evaporator  and  there  vaporized  by  the  hot  air  and 


296  GAS,    GASOLINE,    AND    OIL    ENGINES, 

then  united  with  the  cold  air,  and  the  action  of  the  com- 
pound piston  on  its  downward  movement  having  caused  suffi- 
cient suction  to  raise  the  valve — which  is  also  somewhat  assisted 
in  its  opening  movement  by  the  gaseous  fluid  beneath  the  valve 
in  the  evaporator — the  gaseous  fluid  is  drawn  from  the  evapo- 
rator through  the  chamber  of  the  valve  chest  to  the  compression 
chamber  of  the  cylinder  until  the  piston  has  reached  the  end  of 
its  downward  stroke.  At  the  same  time  the  piston  compresses 
the  air  in  the  crank  chamber,  and  thus  causes  the  air  to  rush 
into  the  chamber  of  the  compound  piston  and  through  the  port 
of  the  working  piston,  and  into  the  working  chamber  by  means 
of  a  port,  opening  into  said  chamber  and  communicating  with- 
the  working  piston-port  when  said  piston  has  reached  the  limit 
of  its  downward  stroke,  and  thus  replace  to  a  great  extent  the 
burned  gases,  the  piston  having  previously  uncovered  the  ex- 
haust-port leading  to  the  main  exhaust-port,  and  permitted  a 
portion  of  the  products  of  combustion,  resultant  from  the  pre- 
vious explosion  in  the  working  chamber,  to  pass  out  through 
said  port,  thereby  assisting  to  clear  the  chamber  and  also  to  re- 
duce the  pressure  on  the  exhaust- valve,  in  order  to  permit  the 
same  to  be  readily  opened  at  the  proper  time. 

' '  The  working  piston  is  provided  with  a  deflector,  adapted  to 
direct  the  fresh  air  upward.  On  the  return  or  upward  stroke 
of  the  piston  the  exhaust- valve  is  opened  by  means  of  the  con- 
necting mechanism,  comprising  the  eccentric,  rod,  and  lever, 
whereby  the  fresh  air,  admitted  into  the  working  chamber  through 
ports  from  the  crank  chamber,  forces  out  the  remaining  burned 
gases  during  the  greater  portion  of  the  upward  movement  of 
the  piston,  to  thereby  permit  the  clearing  of  the  chamber  pre- 
paratory to  the  next  explosion.  This  upward  stroke  of  the 
piston  creates  a  vacuum  and  a  suction  in  the  crank  chamber 
sufficient  to  open  the  fresh  air  inlet  valve  and  fill  the  crank 
chamber  with  fresh  air  preparatory  to  compressing  the  same 
and  forcing  it  into  the  working  chamber. 

4 'At  the  same  time  the  piston  during  the  major  portion  of 


VARIOUS    TYPES    OF    ENGINES    AND    MOTORS.          297 

its  upward  stroke  greatly  compresses  the  gaseous  fluid  pre- 
viously conveyed  from  the  evaporator  through  the  valve- 
chest  chamber  to  the  compression  chamber  of  the  cylinder 
— and  which  substantially  filled  both  the  cylinder  compression 
chamber  and  the  valve-chest  chamber  when  the  piston  was  at 
the  end  of  its  downward  stroke — back  into  the  valve-chest 
chamber  alone,  thereby  bringing  it  under  great  compression, 
the  valve  having  been  closed  by  its  spring  when  the  piston 
practically  reached  the  end  of  its  down  stroke ;  and  when  the 
piston  reaches  a  predetermined  point  in  its  upward  movement 
and  adjacent  to  the  top  of  the  cylinder  and  also  practically 
simultaneously  with  the  closing  of  the  exhaust-valve  the  eccentric 
on  the  crank  shaft  is  rotated  into  position  and  actuates  the  rod 
which  operates  the  valve-actuator  to  release  the  valve  so  that 
the  pressure  of  the  gaseous  fluid  opens  the  valve  against  the 
pressure  of  its  low  power  spring,  and  thereby  permits  the  fluid 
to  flow  into  the  passages,  where  it  is  ignited  and  exploded  in 
the  working  chamber  to  force  the  piston  downward  and  again 
draw  in  a  fresh  supply  of  gaseous  fluid,  whereby  the  operations 
just  stated  are  continued." 

The  Garrett  Gas  and  Gasoline  Engine. 

This  engine  is  also  of  a  novel  type,  having  a  duplex  diameter 
cylinder  and  piston  by  which  the  forced  charge  for  a  two-cycle 
engine  is  made  regular  and  positive  in  quantity.  It  is  built  by 
the  Garrett  Engine,  Boiler,  and  Machine  Works,  Garrett,  Ind.  In 
this  design  the  entire  cycle  of  operation  is  accomplished  without 
valve  gear  of  any  kind.  The  crank  is  enclosed  in  a  shell  in 
which  a  slight  air  pressure  is  maintained  by  the  movement  of 
the  piston  which  draws  air  from  the  base  of  the  engine  through 
a  light  caged  valve  j  and  the  passage  k. 

The  gas  or  gasoline  under  a  pressure  sufficient  to  cause  it 
to  flow  passes  from  the  supply  pipe  through  the  adjustable 
needle  valve  «,  and  then  intermittently  through  the  valve  b 
into  the  mixing-chamber,  where  it  mingles  with  a  sufficient 


298 


GAS,    GASOLINE,    AND    OIL    ENGINES. 


quantity  of  air,  and  then  passes  the  valve  c  into  the  cylinder 
D  behind  the  piston  as  it  advances.  The  suction  caused  by 
the  advance  of  the  piston  opens  the  valves  b  and  c.  The  piston 
reaches  the  end  of  its  forward  stroke  and  begins  to  return,  and, 
as  the  valve  c  is  closed,  the  mixture  of  gas  and  air  passes 
through  the  passage  e  and  by  the  valve  f  to  the  exploding 
chamber  G,  at  the  completion  of  this  return  stroke  being  com- 
pressed to  about  four  atmospheres.  Just  before  the  completion 
of  this  return  stroke,  a  projecting  point  at  the  back  of  the  pis- 
ton trips  the  igniter  H,  producing  a  spark  which  ignites  the 


FlG.   223. — THE  GARRETT  ENGINE,   VERTICAL  SECTION. 


explosive  mixture,  causing  a  great  increase  of  pressure,  which 
acts  upon  the  piston  to  drive  it  forward.  The  pressure,  falling 
by  expansion,  continues  to  act  upon  the  piston  throughout  the 
forward  stroke,  and  at  the  end  of  the  stroke  the  port  i  is  un- 
covered and  the  contents  of  the  cylinder  are  discharged.  In 
the  meantime  the  air-tight  chamber,  in  which  are  the  crank  and 
connecting-rod,  has  been  filled  with  fresh  air,  entering  through 


VARIOUS    TYPES    OF    ENGINES    AND    MOTORS. 


299 


the  check-valve  /,  and  it  has  been  compressed  sufficiently  to 
give  a  current  through  the  passage  k  and  by  the  valve  /  into  the 
cylinder  and  chamber  G,  sweeping  out  the  products  of  the  pre- 
vious combustion  and  filling  with  fresh  air.  The  complete  cycle 
of  operations,  it  will  be  seen,  takes  place  during  the  two  strokes 
of  the  piston,  or  one  revolution  of  the  crank,  so  that  for  each 
revolution  the  same  may  be  repeated.  It  will  be  seen  that  the 
action  will  be  just  the  same  whichever  way  the  crank  turns, 


FlG.    224. — THE  GARRETT  ENGINE,   HORIZONTAL  SECTION. 

so  that  the  engine  will  run  in  either  direction  without  changing 
anything  upon  it,  by  simply  starting  it  in  the  direction  required. 
The  governor,  which  is  driven  by  a  belt  from  the  main  shaft, 
acts  by  controlling  the  supply  of  gas  or  gasoline  admitted  by 
operating  the  small  valve  b. 

The  engine  is  claimed  to  give  the  greatest  amount  of  power 
for  given  floor  space,  weight,  and  cost,  and  with  good  fuel  econ- 
omy. Either  the  electric  spark  or  the  tube  igniter  may  be 

used. 

The  Amateur  Gas  and  Gasoline  Engine. 

This  engine  has  been  designed  by  Palmer  Brothers,  Mianus, 
Conn. ,  for  gas  or  gasoline  and  for  stationary  and  marine  power. 
They  are  of  about  one  riorse-power  actual,  a  simple  and  easily 
constructed  motor  for  amateur  hands.  Palmer  Bros,  sell  the 
castings  and  working  drawings  or  the  complete  motor  as  desired. 
Fig.  225  represents  the  stationary  engine  with  two  fly-wheels, 


300 


GAS,    GASOLINE,    AND    OIL    ENGINES. 


and  Fig.  226  represents  the  marine  engine  which  is  of  suitable 
size  for  a  16  to  1 8-foot  boat  or  for  a  light  motor  carriage.  A 
tank  of  water  is  used  for  cooling  the  cylinder  of  the  stationary 
engine  and  a  pump  for  water  circulation  is  furnished  with  the 
marine  motor. 


FlG.    225. — THE   AMATEUR   STATIONARY   MOTOR. 


These  motors  are  built  on  the  two-cycle  compression  system, 
with  an  impulse  at  each  revolution  of  the  crank.  It  receives  its 
charge  and  exhausts  through  a  cylinder- port  opened  and  closed 
by  the  movement  of  the  piston.  A  suitable  valve  regulates  the 
charge  received  from  the  closed  crank  chamber  in  which  the 
mixture  is  compressed  by  the  downward  stroke  of  the  piston. 


VARIOUS    TYPES    OF    ENGINES    AND    MOTORS. 


3OI 


Vapor  and  air  are  drawn  into  the  crank  case  by  the  upward 
stroke  of  the  piston,  and  thoroughly  mixed  by  the  motion  of  the 
crank. 


FlG.  226. — THE  AMATKUR  MARINE  AND  CARRIAGE  MOTOR. 

The  weight  of  the  marine  engine  is  135  Ibs.  ;  of  the  sta- 
tionary, 200  Ibs.  The  height  of  the  stationary  engine  is  23 
inches,  and  that  of  the  marine  is  1 7  inches.  The  height  from 
the  base  to  the  center  of  the  shaft  is  4^  inches. 

The  Monitor  Gasoline  Engine. 

The  engines  of  the  Monitor  Vapor  Engine  and  Power  Co., 
Grand  Rapids,  Mich. ,  are  of  the  two-cycle  class,  exhausting  the 


302 


GAS,    GASOLINE,    AND    OIL    ENGINES. 


exploded  charge  through  cylinder- ports  which  are  opened  by 
the  piston  near  the  end  of  its  stroke.  The  crank  is  enclosed  in 
a  chamber  into  which  the  free  air  is  drawn  through  an  adjust- 
able opening  and  check- valve.  At  the  upper  part  of  the  crank 


FlG.    227. — THE  MONITOR  2   H.-P.    REVERSING  ENGINE. 

chamber  the  gasoline  vapor  enters  through  a  pipe  and  safety 
tube  from  the  carburetter  placed  at  the  bow  of  the  boat ;  it  is 
drawn  into  the  crank  chamber  with  the  adjusted  quantity  of 
free  air  through  the  regulator  by  the  suction  of  the  piston  in  its 
up-stroke. 


VARIOUS    TYPES    OF    ENGINES    AND    MOTORS. 


303 


304 


GAS,    GASOLINE,    AND    OIL    ENGINES. 


The  air  and  gas  vapor  are  mixed  by  the  motion  of  the 
crank  and  compressed  by  the  downward  stroke  of  the  piston  ; 
and  at  the  moment  of  the  opening  of  the  exhaust,  the  charg- 
ing valve  opens  by  a  cam  motion  and  the  compressed  charge 


enters  the  cylinder  tinder  the  head  and  in  proximity  to  the 
igniter.  The  up-stroke  of  the  piston  compresses  the  charge 
and  at  the  same  time  draws  into  the  base  a  fresh  charge  of  air 
and  vapor.  The  volume  of  the  charge  is  regulated  by  a  cock 
and  graduated  lever  in  the  pipe  leading  from  the  upper  part  of 


VARIOUS    TYPES   OF    ENGINES   AND    MOTORS.  305 


306  GAS,    GASOLINE,    AND    OIL    ENGINES. 

the  crank  chamber  to  the  valve  chamber.  A  separate  cam  operates 
the  electric  igniter  by  a  push-rod,  which  lifts  a  lever  and  small 
rod  moving  freely  through  a  socket,  breaking  contact  of  its  end 
with  an  insulated  electrode  within  the  charging  valve  chamber. 
The  water-circulating  pump  is  operated  by  an  eccentric  on  the 
main  shaft. 

The  smaller  boat  engines  are  built  to  run  either  way,  the  re- 
versal requiring  only  the  closing  of  the  throttle  valve  to  stop 
the  engine,  when,  on  turning  the  wheel  the  other  way  and 
opening  the  throttle,  the  engine  quickly  starts  on  the  reverse 
motion.  The  high  stacks  on  these  engines  are  for  carrying  the 
exhaust  above  the  heads  of  people  in  the  boats,  but  are  not 
necessary,  as  the  exhaust  is  also  piped  down  and  out  at  the  stern. 
The  engines  from  2  H.  p.  up  are  also  arranged  with  reversing 
propellers,  the  reversal  of  which  are  operated  through  a  hollow 
shaft  and  sliding  coupling,  lever,  and  push-rod,  as  shown  in 
Fig.  228,  which  shows  the  engine  without  the  stack  and  as 
arranged  for  stern  exhaust,  and  is  named  the  "  Mogul." 

The  10,  12,  and  16  H. -p.  engines  have  double  cylinders  and 
independent  crank  chambers.  There  is  but  little  difference  in 
the  design  as  between  the  "  Monitor  "  and  "  Mogul,"  only  that 
the  "  Mogul  "  is  less  finished  and  rates  at  a  lower  price.  The 
working  parts  of  the  Mogul  are  first  class. 

The  Monitor  Co.  also  make  a  line  of  stationary  engines  for 
gas  and  gasoline. 

The  sectional  launches  of  this  company  are  a  novelty.  The 
boats  from  1 2  to  1 8  feet  in  length  are  built  in  two  parts,  as  shown 
in  the  cut,  Fig.  230.  They  are  bolted  together  so  as  scarcely  to 
show  their  two-part  construction,  and  are  a  most  convenient 
means  of  transport  for  hunters,  explorers,  and  campers. 

The  Olin  Gas  and  Gasoline  Engine. 

The  Olin  Gas  Engine  Co.,  Buffalo,  N.  Y.,  and  the  Titus- 
ville  Iron  Works,  Titusville,  Pa. ,  are  builders  of  the  explosive 


VARIOUS    TYPES    OF    ENGINES    AND    MOTORS. 


307 


motor  represented  in  the  vertical  outline  and  horizontal  sec- 
tions, Figs.  231  and  232. 

A  four-cycle  engine  with  the  principal  exhaust  through  a 


FlG.    231.— THE   OLIN   FOUR-CYCLE   ENGINE. 


FlG.   232. — SECTIONAL  PLAN  OF  ENGINE. 

cylinder-port  opened  by  the  passage  of  the  piston  at  the  end  of 
its  impulse  stroke  H,  Fig.  232;  the  exhaust  continuing  through 
the  return  stroke  by  way  of  an  annular  valve,  carrying  the 


308  GAS,    GASOLINE,    AND    OIL    ENGINES. 

charging-  valve  with  its  spindle  enclosed  within  a  sliding  tube,  as 
shown  in  Fig.  232. 

The  exhaust  from  the  cylinder  and  supplementary  ports 
passes  through  the  outlet  J  and  around  the  tube  containing  the 
inlet  charge  and  is  thus  used  for  vaporizing  the  gasoline  charge 
which  is  drawn  in  through  a  double- seated  disk- valve  with  an 
outer  annular  section  to  draw  air  from  the  base  of  the  engine. 

The  governing  is  done  by  holding  the  exhaust- valve  open 
through  the  operation  of  the  centrifugal  weights  L  L  and  a 
small  bell  crank  and  adjustable  spindle  which  rides  the  push- 
roller  on  to  or  off  the  exhaust*  cam. 

Six  sizes  are  made  of  10  to  35  horse-power. 

The  Otto  Gas  and  Gasoline  Engine. 

The  "Otto  Gas  Engine"  is  essentially  a  historic  name,  and 
as  now  built  by  the  Otto  Gas  Engine  Works,  Philadelphia,  Pa. , 
combines  the  fundamental  principles  first  put  in  practice  by 
Dr.  Otto  in  Germany  in  1867,  and  which  is  the  basis  of  our  best 
working  engines.  The  four-cycle  compression  type  seems  to 
have  become  a  standard,  and  in  the  workshops  of  the  Otto  Co.  in 
the  United  States  has  been  modified  and  developed  into  a  most 
perfect  action  by  improvements  in  the  lines  of  the  most  ap- 
proved details  of  construction. 

The  change  from  the  slide-valve  to  the  poppet-valve  system 
was  a  most  marked  improvement,  and  with  the  variable  charge 
and  automatic  time  firing  has  made  this  a  noiseless  and  smooth 
running  engine,  combining  the  highest  efficiency  attainable  and 
great  economy  in  fuel  consumption.  With  fairly  good  illumi- 
nating gas,  the  limit  has  now  been  reduced  to  15  cubic  feet  per 
indicated  horse-power;  and  with  gas  of  high  heating  power  the 
low  record  of  1 2  cubic  feet  per  indicated  horse-power  has  been 
made  with  these  engines.  Moderate  compression  and  medium 
explosive  pressure,  so  essential  to  the  durability  of  the  working 
parts,  has  been  fully  endorsed  in  the  construction  of  the  Otto 
engines. 


VARIOUS    TYPES    OF    ENGINES    AND    MOTORS. 


309 


The  adoption  of  the  nickel  alloy  igniting  tubes  has  done 
away  with  the  constant  annoyance  from  the  burning  out  of  iron 
tubes  at  inconvenient  moments. 

In  the  engines  of  the  Otto  Co.,  among  some  of  the  minor 
improvements  that  have  contributed  to  its  noiseless  running  and 
wearing  properties  may  be  named  the  spiral  gear  for  operating 
the  valve- gear  shaft,  separate  and  removable  casings  for  the 
valves,  change- speed  governors,  and  automatic  oiler  rings  on 
main  journals. 


FlG.  233. — THE  OTTO  HORIZONTAL  GAS  ENGINE — FITTED  FOR  ELECTRIC  IGNITION. 

The  cylinder  oiling-device  is  also  automatic  and  operated 
by  a  small  belt  from  the  valve-gear  shaft.  The  crank-pin 
boxes  and  piston  joints  are  also  automatically  oiled  by  a  wiping 
oil- cup  on  the  crank  housing,  the  oil  for  the  piston  pin  passing 
through  the  hollow  connecting-rod. 

The  gas- inlet  valve  is  operated  by  a  two-armed  rocker  shaft, 
one  arm  of  which  carries  a  pin  and  traversing  roller-disk, 
which  is  guided  on  or  off  the  step  cam  by  a  forked  bell-crank 
lever  connected  with  the  governor,  thus  controlling  a  variable 


3io 


GAS,    GASOLINE,    AND    OIL    ENGINES. 


VARIOUS    TYPES    OF    ENGINES    AND    MOTORS.  3!  I 

charge.     The   electric  or  hot-tube  igniter  is  furnished  at  the 
option  of  purchasers. 

The  electric  spark  is  made  by  breaking  contact  of  platinum 
electrodes,  one  of  which  is  insulated  in  the  head  of  the  cylin- 
der, the  trip  being  operated  on  the  outside  by  a  swinging  push- 
blade  driven  by  an  eccentric  pin  on  the  end  of  the  valve-gear 
shaft. 


FlG.    235. — THE   VERTICAL   3>£    H.-P.    GAS   ENGINE. 

The  horizontal  engines  are  built  in  various  sizes  from  3^ 
to  100  horse-power.  The  vertical  type  of  the  Otto  engines  is 
built  in  a  neat  and  compact  form  for  both  stationary  and  ma- 
rine power — the  single  cylinder  from  i  to  1 2  horse-power,  and 
with  double  cylinders  from  17  to  100  horse-power. 


312 


GAS,    GASOLINE,    AND    OIL    ENGINES. 


VARIOUS    TYPES    OF    ENGINES    AND    MOTORS.          313 

These  engines  are  of  the  four-cycle  Otto  compression  type, 
and  equally  adapted  for  the  use  of  gas  or  gasoline  fuel. 

For  electric  lighting  power  these  engines  have  given  a  most 
satisfactory  test.  Fig.  236  illustrates  the  vertical  two-cylinder 
or  marine  type  of  the  Otto  gas  or  gasoline  engine  with  direct 
connection  to  a  four-pole  generator  with  elastic  coupling,  which 
ensures  freedom  from  unequal  journal  pressures,  as  between  the 
motor  and  generator,  as  well  as  the  elimination  of  belt  friction. 


FlG.    237. — SMALLER   SIZE  MARINE   ENGINE  WITH   REVERSING-GEAR. 

The  Otto  Marine  Engine. 

The  small  marine  engines  have  a  single  cylinder  from  i  to 
12  horse-power  and  two  cylinders  from  17  to  100  horse-power. 


3H 


GAS,    GASOLINE,    AND    OIL    ENGINES. 


All  sizes  are  made  with  reversing-gear  or  with  reversible  pro- 
peller blades,  as  desired.  The  same  general  principles  of 
construction  characteristic  of  the  Otto  type  have  been  carried 
out  in  all  the  marine  engines.  The  crank  is  enclosed  in  a  case, 


FlG.    238. — THE  DUPLEX   VERTICAL   STATIONARY   AND   MARINE   ENGINE.       STAR- 
BOARD SIDE.      BASE  IS  NOT  USED  IN  THE  MARINE  ENGINE. 

and  all  wearing  parts  are  oiled  from  sight-feed  automatic  oil- 
cups,  so  arranged  as  to  be  controllable  and  in  view  while  the 
engine  is  running.  The  gasoline  is  forced  to  the  cylinders  in 


VARIOUS    TYPES    OF    ENGINES    AND    MOTORS.          315 


FIG.    239.— THE  DUPLEX  MARINE   ENGINE.      LARBOARD   SIDE. 


VARIOUS    TYPES    OF    ENGINES    AND    MOTORS.          317 

positive  and  regulated  quantity  by  a  pump  situated  low  down 
so  that  there  may  be  no  annoyance  from  overflow  by  the 
pitching  of  the  boat,  the  gasoline  being  fed  to  the  cylinder 
under  the  control  of  the  governor,  the  surplus  flowing  back  to 
the  tank  from  the  small  receiver  on  the  head  of  the  cylinder. 

The  reversing  blade  propeller  is  becoming  a  favorite  device 
for  controlling  the  speed  or  reversing  for  an  engine  that  must 
run  constantly  in  one  direction ;  it  is  simple  and  noiseless  and 
allows  of  a  gradual  change  without  a  shock — a  valuable  feature 
in  a  pleasure  boat.  The  fuel  account,  which  is  of  great 
moment  in  a  boat,  has  been  reduced  to  one- tenth  of  a  gallon  of 
76°  gasoline  per  indicated  horse -power  per  hour.  A  governor 
is  provided  on  all  the  larger  marine  engines  which  controls 
the  charging  valves  by  the  sliding  of  a  differential  cam  on  the 
valve-gear  shaft,  which  operates  the  valve  levers,  the  action 
being  controlled  by  the  governor  through  a  bell- crank  lever, 
as  shown  more  fully  in  the  illustration  of  the  horizontal  engine. 

In  the  reversible  screw  the  blades  are  centered  radially 
through  the  center  line  of  the  shaft,  giving  the  hub  a  clean-cut 
appearance,  and  with  the  least  possible  resistance  through  the 
water.  The  boats  are  furnished  in  all  sizes  from  13  feet  up,  the 
i3-foot  boat  having  a  brass  engine  of  i  horse-power. 

The  Hamilton  Gas  Engine. 

The  engines  of  the  Advance  Manufacturing  Company,  Ham- 
ilton, Ohio,  are  of  the  four-cycle  compression  type,  as  shown 
in  the  two  views  of  the  horizontal  engine  as  arranged  for 
gasoline. 

A  noiseless,  smooth,  and  steady  running  engine  equally 
adapted  for  gas,  gasoline,  natural  or  producer  gas.  It  is  very 
simple  in  its  working  parts  and  arranged  for  electric  ignition 
with  a  governing- device  that  governs  the  speed  of  the  engine 
by  variable  charges  of  fuel. 

The  valves  are  of  the  poppet  style,  the  exhaust-valve  being 


GAS,    GASOLINE,    AND    OIL    ENGINES 


FlG.    242.— THE  HAMILTON   GASOLINE  ENGINE. 


FlG.   243.— THE   "HAMILTON.' 


VARIOUS    TYPES    OF    ENGINES    AND    MOTORS.          319 

opened  by  a  cam  on  the  secondary  shaft  and  lever.  The 
mixture  of  gas  or  gasoline  and  air  is  drawn  through  a  regula- 
ted valve  by  the  suction  of  the  piston,  always  proportional  for  the 
best  explosive  effect,  and  governed  as  to  quantity  by  a  throttle 
directly  actuated  by  the  governor. 

In  the  gasoline  attachment  the  pump  is  driven  by  a  cam  on 
the  secondary  shaft  and  draws  the  gasoline  from  the  tank  at  a 
level  below  the  engine,  forcing  it  into  a  small  receiver  from 
which  the  surplus  returns  by  gravity  to  the  tank;  the  gaso- 
line being  atomized  and  vaporized  by  the  action  of  the  indraft 
of  air  from  the  movement  of  the  piston.  The  sparking- device 
is  operated  by  a  push-bar  and  eccentric  pin  at  the  end  of  the 
secondary  shaft. 

The  unshipping  of  a  small  lever  noticed  on  the  valve  gear 
stops  the  fuel  flow  and  the  engine  by  closing  the  inlet  throttle 
valve. 

The  Mietz  &  Weiss  Gas  and  Oil  Engines. 

The  gas  engine  of  the  Weiss  patents  is  built  by  August 
Mietz,  No.  87  Elizabeth  Street,  New  York  City.  It  is  of  the  two- 
cycle  type,  taking  an  impulse  at  every  revolution.  It  has  an 
enclosed  crank  chamber  with  a  supplementary  small  cylinder 
containing  a  free  moving  piston  counterbalanced  by  a  spring. 
An  opening  into  the  crank  chamber  under  the  piston  pro- 
duces compression  of  the  gas  in  the  upper  part  of  the  small 
cylinder  by  the  air  pressure  in  the  crank  chamber  during  the 
impulse  stroke  and  so  feeds  the  gas  charge  with  equal  pressure 
with  the  air  charge  made  by  the  outward  stroke  of  the  piston. 
The  air  charge  enters  through  a  port  in  the  cylinder  opened  at 
the  inward  stroke  of  the  piston,  which  produces  a  slight  vacuum 
in  the  crank  chamber  and  thereby  causes  the  air  to  rush  in  while 
the  port  is  open.  The  return  or  impulse  stroke  compresses  the 
air  in  the  crank  chamber,  which  in  turn  compresses  the  gas  by 
the  movement  of  the  small  free  piston. 

By  the  opening  of  a  charging  port  in  the  cylinder  by  the 


320 


GAS,    GASOLINE,    AND    OIL    ENGINES. 


piston  at  the  end  of  its  impulse  stroke  the  compressed  charge  of 
air  and  gas  enters  the  cylinder.  A  larger  cylinder-port  opening 
just  before  the  end  of  the  stroke  exhausts  the  cylinder  of  the 
products  of  the  burned  gases.  A  projection  or  deflector  on  the 
piston  directs  the  incoming  charge  towards  the  head  of  the  cylin- 
der. The  charge  of  gas  is  made  through  a  small  poppet-valve 
operated  by  a  push-blade,  rock-shaft  lever,  and  an  eccentric  on 
the  main  shaft. 


FlG.    244. — THE  MIETZ  &    WEISS   GAS   ENGINE. 

The  governing  is  by  the  inertia  of  a  weight  adjustable  as  to  its 
position  on  the  push-blade  arm  by  a  screw  thread,  and  by  the 
motion  of  the  arm  the  weight  rides  up  an  incline  and  is  released 
at  the  top  of  the  incline  to  fall  by  gravity  and  catch  the  blade 
of  the  gas- valve. 

An  excess  in  speed  sends  the  weight  too  high  to  catch  the 


VARIOUS    TYPES    OF    ENGINES    AND    MOTORS.  32! 

stem  and  a  mischarge  is  made.  The  hot-tube  igniter  is 
a  novelty  in  its  line.  The  tube  is  made  of  lava  4  inches  in  length 
and  perforated  with  a  central  hole  from  end  to  end.  It  is  held 


FlG.    245. — THE    MIETZ    &   WEISS    OIL    ENGINE. 

in  sockets  with  asbestos  washers  and  a  screw  clamp;  the  chim- 
ney being  held  by  a  lug  with  a  clear  opening  at  the  bottom  for 
the  indraft  of  air,  at  which  point  the  gas  jet  is  located,  as 
shown  in  Fig.  244, 


322  GAS,    GASOLINE,    AND    OIL    ENGINES. 

The  kerosene  oil  engines  are  built  on  the  same  general  plai^ 
of  the  gas  engine,  only  displacing  the  ignition  device  in  the 
cylinder  for  a  conical  internally  flanged  vaporizer  and  igniter, 
upon  the  flanges  of  which  the  oil  is  projected  in  small  and  defi- 
nite quantities  by  the  action  of  a  small  pin  ,.ger  held  back  by  a 
spring  and  pushed  forward  by  the  goven  ed  push-blade,  as  in 
the  gas  engine.  A  small  valve  at  the  pump  cylinder  terminus, 
held  back  by  a  spring,  limits  the  amount  of  oil  injected  to  the 
exact  volume  of  the  plunger  stroke.  The  air  charge  is  exactly 
the  same  as  described  for  the  gas  engine. 

To  start  the  oil  engine  the  conical  vaporizer  is  heated  by  a 
lamp  to  the  proper  temperature  to  induce  ignition  of  the  inter- 
nal mixed  vapor  and  air  by  the  increased  heat  of  compression, 
when  the  engine  becomes  self-acting  by  a  turn  of  the  fly-wheels. 

In  the  experimental  work  of  Mr.  C.  W.  Weiss,  he  has  carried 
the  compression  in  the  kerosene  engine  up  to  400  Ibs.  per  square 
inch,  at  which  pressure  a  very  strong  engine  must  be  used  ;  but 
with  runs  at  100  and  up  to  250  Ibs.  compression  pressure,  a 
remarkable  economy  in  fuel  has  been  obtained  ;  the  combustion 
being  so  perfect  that  no  residues  are  found  in  the  combustion 
chamber,  cylinder,  and  exhaust. 

The  Fairbanks  Gas  and  Gasoline  Engines. 

Ever  onward  is  the  progress  of  improvement  in  the  design 
and  construction  of  the  explosive  engine.  The  latest  comes 
from  the  Fairbanks  Company,  311  Broadway,  New  York. 

In  the  production  of  the  "Fairbanks"  the  best  points  in 
former  constructions  and  experiments  have  been  adopted  that 
would  tend  to  perfection  in  running  regulation  and  economy, 
as  well  as  to  make  a  light  and  strong  motor.  In  appearance  it 
is  a  finished  machine. 

These  engines  are  of  the  four-cycle  compression  type  with 
screw-geared  cam  shaft  which  is  thrown  in  and  out  of  gear  by 
the  action  of  the  ball  governor,  which  is  located  just  forward  of 
the  main  shaft  and  driven  by  the  screw  gear  on  the  shaft.  The 


VARIOUS   TYPES   OF    ENGINES    AND    MOTORS.  323 


324 


GAS,    GASOLINE,    AND    OIL    ENGINES. 


VARIOUS   TYPES   OF    ENGINES    AND    MOTORS.          325 


326 


GAS,    GASOLINE,    AND    OIL    ENGINES. 


governor  operates  a  friction-clutch  in  contact  with  the  screw 
on  the  secondary  shaft,  causing  it  to  stop  at  the  moment  of 
overspeed. 


The  main  exhaust  is  through  a  port  in  the  cylinder  at  the 
end  of  the  piston  impulse  stroke  with  a  supplementary  exhaust 
through  a  poppet-valve  near  the  cylinder  head,  which  is  opera- 
ted by  a  cam  on  the  side  shaft.  In  Fig.  248  is  shown  a  sec- 


VARIOUS    TYPES    OF    ENGINES    AND    MOTORS. 


327 


tional  plan  of  the  engine  in  which  is  delineated  the  relation  of 
the  cylinder  exhaust-port  and  the  supplementary  exhaust-port 
and  passage  of  the  products  of  combustion  directly  to  the 


1 


exhaust- pipe,  thus  greatly  saving  the  overheating  and  wear  of 
the  exhaust- valve  caused  by  its  exhausting  the  entire  contents 
of  the  cylinder.  In  the  section,  Fig.  248,  is  also  shown  the  loca- 
tion and  arrangement  of  the  electric  igniter  and  the  hot  tube. 


328 


GAS,    GASOLINE,    AND    OIL    ENGINES. 


The  supplementary  regulator  is  operated  directly  from  the 
governor  and  is  delicately  adjustable,  through  the  rod  connecting 
a  small  and  independent  throttle  in  the  gas-inlet  pipe. 

The  gasoline  supply  consists  of  a  small  lifting  pump  seen  in 
front,  Fig.  251,  which  draws  the  gasoline  from  a  lower  level  and 
forces  it  into  the  small  cup  reservoir  at  the  right,  from  which 
the  smaller  pump  seen  at  the  rear  and  left  forces  the  liquid  in 


FlG.    251. — THE   GASOLINE   SUPPLY. 

adjustable  quantity  into  the  air  pipe,  where  it  is  vaporized  by 
the  indraft  of  air  by  the  suction  of  the  piston.  The  surplus 
gasoline  flows  back  to  the  main  tank  by  gravity  through  the 
overflow  in  the  receiving-cup. 

In  Fig.  252  is  shown  the  arrangement  for  a  gravity  feed 
from  an  elevated  gasoline  tank.  The  plunger  at  the  right 
opens  two  minute  ports,  governed  by  the  motion  of  the  cam, 
that  feeds  a  stated  quantity  of  gasoline  to  the  force  pump  at  the 


VARIOUS    TYPES    OF    ENGINES    AND    MOTORS.  329 


FlG.    252. — THE  GRAVITY   FEED. 


FlG.    253. — THE  CRANK-PIN  OILING-DEVICE. 


330 


GAS,    GASOLINE,    AND    OIL    ENGINES. 


FlG.    254. — CRANK   END   OF    ENGINE,    SHOWING    DUPLEX    GOVERNING-DEVICE   FOR 
ELECTRIC-LIGHTING. 


VARIOUS    TYPES    OF    ENGINES    AND    MOTORS. 


331 


left  hand,  which  further  regulates  the  quantity  by  the  adjust- 
ment of  the  plunger  throw  and  by  the  suspension  of  the  cam 
motion  by  the  governor. 

Fig.  253  shows  the  wiping-device  for  oiling  the  crank  pin. 
The  centrifugal  action  of  the  crank  draws  the  oil  from  the  wiper 
to  the  bearing  without  waste. 


FlG.    255. — THE   BRONZE    BEARINGS    AND    RING  OILERS. 

The  oiling-device  on  the  main  shaft  bearings  consists  of 
a  bronze  ring  which  rides  on  the  shaft  in  a  channel  through 
the  middle  of  the  box,  and  dips  down  into  a  reservoir  of  oil. 
Each  revolution  brings  sufficient  oil  to  keep  it  thoroughly  lubri- 
cated ;  any  excess  of  oil  flowing  back  into  the  reservoir, 

A  small  glass  gauge  attached  to  each  reservoir  shows  the 


332 


GAS,    GASOLINE,    AND    OIL    ENGINES, 


quantity  in  it.     The  Fairbanks  Company  are  prepared  to  make 
their  engines  in  1 2  sizes,  from  2  to  i  oo  horse-power,  actual 

The   Watkins  Gas  and  Gasoline  Engine. 

The  engines  of  the  F.    M.   Watkins   Company,  Cincinnati, 
Ohio,  are  of  the  four-cycle  type,  in  which  the  gas  and  air  mix- 


ture  is  regulated  outside  of  the  combustion  chamber  by  a  single 
combination  gas  and  air  valve  controlled  by  the  governor.  The 
gasoline  engines  are  provided  with  a  pump  that  lifts  the  gasoline 
from  a  lower  level  outside  of  the  building,  returning  the  surplus 


VARIOUS    TYPES    OF    ENGINES    AND    MOTORS. 


333 


to  the  tank.     A  vaporizing- device  is  used  for  starting  the  engine 
in  cold  weather. 

The  large  size  engines  are  provided  with  a  self-starting 
apparatus.  They  are  now  making  six  sizes  from  2  to  25  actual 
horse-power.  A  peculiar  feature  of  these  engines  is  in  the  use 


FlG.    257. — THE    GASOLINE   ENGINE. 


FlG.    258. — EXHAUST   SIDE. 

of  a  magneto  electric  generator  for  ignition.  It  is  shown  as  the 
"  Sumner  "  generator  in  Fig.  45,  page  95.  The  commutators  are 
hardened  tool  steel.  The  brushes  which  bear  on  the  commu- 
tators are  of  softer  material  and  self-adjusting. 

The  armature  is  encased  in  a  brass  box,  made  to  ensure  free- 
dom from  dust.     The  armature  in  the  smaller  sized  engines  is 


334 


GAS,    GASOLINE,    AND    OIL    ENGINES. 


geared  to  the  main  shaft,  and  in  the  large  size  is  geared  to  the 
reducing  screw-gear  shaft,  which  also  operates  the  governor  by 
belt  and  the  pump  of  the  gasoline  engines  from  a  cam. 

The  armature  is  charged  by  a  permanent  magnetic  field  with 
a  current  sufficiently  strong  to  produce  an  ignition  spark  by  the 
turning  over  of  the  fly- wheels  for  starting  and  produces  a  brilliant 
spark  at  full  speed.  Both  contact  points  are  movable  from  the 
outside  and  can  be  cleaned  while  the  engine  is  running,  by 
simply  pushing  the  spindles  with  the  thumb,  they  being  held 
back  by  a  spiral-  spring. 

Trial  of  a  Nash  Gas  Engine. 

Fig.  259  represents  a  20  horse-power  Nash  gas  engine  di- 
rectly coupled  by  a  friction- clutch  to  a  six-pole  compound- 
wound  generator,  of  the  Riker  Electric  Motor  Co.,  rated  at  125 
volts,  120  amperes  at  300  revolutions  per  minute.  The  action 
of  the  engine  is  of  the  four-cycle  type,  with  cranks  at  180°  and 
the  valve  gear  arranged  for  an  impulse  at  every  revolution. 

Gas  used  was  of  701  heat  units  per  cubic  foot.  Friction  of 
engine  and  generator,  3. 83  horse-power,  without  air  compression. 

Consumption  of  gas  per  brake  horse-power,  17.62  cubic  feet, 
including  burner  ignition,  which  was  .25  cubic  foot  per.  hour  per 
horse-power. 

The  following  tables  show  the  conditions  of  the  test : — 


CANDLE-POWER  OF  GAS. 


CANDLE-POWER  OF  ELECTRIC  LAMPS. 


««  . 

j-T 

i  vl 

|t. 

Condition 

fed' 

u 

;-i  *J 

ort 

T3  a 

3  QC^ 

^^s 

of  Electric 

S 

53  > 

g  fc 

£ 

6| 

as 

°id 

«£ 

?    •  J3 

I,atnps. 

^ 

a& 

Id 

s 

pu  o 

6 

5«39 

28.62 

5-31 

New. 

61.3 

16.  12 

3.803 

) 

4' 

4-05 

14.72 

3.634 

t< 

62.0 

16.57 

3-742 

[  3-66 

273.2 

3' 

2.94 

9.08 

3.088 

« 

59-4 

17.27 

3-44 

) 

Average  = 

Medium. 

49-6 
58.1 

10.45 

12.  15 

4-75 
4.78 

[4.77 

209.  6 

4-01 

Old. 

48 

7-47 

6.42 

6.42 

i55:8 

VARIOUS    TYPES    OF    ENGINES    AND    MOTORS. 


335 


336 


GAS,    GASOLINE,    AND    OIL    ENGINES. 


MEDIUM  I^OAD. 

HEAVY  I,OAD. 

*•!• 

*>  % 

C     .5  «5 

2  '£  .S  ^ 

60      ^   • 

*O    t£-"2    1) 

•^  oi.ti  53 

"D    fcjr-ti    53 

IJSaS 

I1!1 

a  |* 

1'SF 

O      •<-!  3 

i.  Gas  per  ki 

2.    C.    P.     Of 

duce  i  kilowa 
3.  Ratio  of 
light  for 

owatt  per 
gfas  requii 
tt  =  (i)  > 

dour,  cu.  ft. 
-ed  to  pro- 
C  4.01.  .   . 
'  New  elec- 
tric lamp. 

132.8 
2.06 

33-99 

2.  OO 

30.26 
121.3 

2.25 

30.84 
123.7 

2.21 

same 
amount   of 
gas  con- 
sumed  with 

Electric 

Medium 
electric 
lamp. 

i.58 

1-54 

i-73 

1.69 

Gas 

flat   flame 

Old    elec- 

gas burner. 

tric  lamp. 

1.17 

I.I4 

1.28 

1.26 

See  pp.  42  to  46 — Electric  Light  Economy. 


Naphtha   Yachts  and  Launches. 

The  yachts  and  launches  of  the  Gas  Engine  and  Power  Co., 
Morris  Heights,  New  York  City,  are  propelled  by  the  vapor  of 
a  light  grade  of  gasoline,  which  vaporizes  at  a  comparatively  low 
temperature  under  the  required  pressure  for  operating  the  three- 
cylinder,  single-acting  engine.  The  regulations  of  the  U.  S. 
Board  of  Supervising  Inspectors  now  class  the  naphtha  yachts 
and  launches  with  the  explosive  motor  yachts  and  launches,  so 
that  all  vessels  of  this  class  of  1 5  tons  and  under  are  not  subject 
to  inspection  or  license,  but  must  comply  with  the  government 
regulations  relating  to  lights,  steering,  and  the  rules  of  sailing 
on  navigable  waters. 

Fig.  261  illustrates  the  general  design  of  the  naphtha  motor, 
the  leading  parts  for  operating  being  designated  by  letters. 

The  opening  into  the  furnace  case  at  A  is  for  igniting  the 
burner,  and  another,  just  above,  for  inspecting  the  flame.  The 
small  pump  with  its  handle  at  E  is  for  drawing  vapor  of  naphtha 
from  the  chamber  of  the  gasoline  tank  and  forcing  it  into  the 


VARIOUS    TYPES    OF    ENGINES    AND    MOTORS. 


337 


338 


GAS,    GASOLINE,    AND    OIL    ENGINES. 


burner  for  heating  the  vaporizer  at  starting,  and  also  for  blow- 
ing the  whistle,  which  is  done  by  shutting  off  the  vapor  pipe 
and  opening  an  air  inlet  to  the  pump  by  the  valve  B.  The 
valve  wheel  at  D  opens  the  naphtha  flow-pipe  from  the  tank  to 
the  feed-pump,  which  is  driven  from  a  cam  on  the  main  shaft, 


FIG.    26l.— THE  NAPHTHA  ENGINE. 

as  shown  at  the  right  in  the  sectional  elevation,  Fig.  262.  The 
lever  and  small  pump  at  F  is  for  forcing  naphtha  into  the 
vaporizer  before  starting  the  engine. 

When  the  pressure  in  the  vaporizer  becomes  sufficient  to 
operate  the  engine,  the  burner  is  made  automatic  by  opening 


VARIOUS    TYPES    OF    ENGINES    AND    MOTORS.  339 

the  valve  of  the  injector  at  C,  by  which  the  force  of  the  vapor 
jet  draws  in  air  through  a  regulating  throttle  and  forces  the 
mixture  of  vapor  and  air  to  the  burner.  The  slide-valves  are 
moved  successively  by  a  three-way  eccentric  shaft,  driven  from 
the  main  crank  shaft  by  three  spur  gears  that  fill  the  intervening 
space  between  the  two  shafts  and  drive  the  valve  shaft  at  the 
same  speed  with  the  main  shaft. 


FlG.    262.— VERTICAL   SECTION   OF  NAPHTHA  ENGINE. 
I 

The  hand  wheel  at  G  is  for  reversing  the  position  of  the 
valve  shaft  a  half  revolution,  which  reverses  the  engine.  The 
internal  gear  in  the  hand  wheel  consists  of  a  toothed  sector, 
pinion  attached  to  the  driving-gear,  and  a  small  spur  gear 
attached  to  the  valve  shaft.  By  this  arrangement  it  is  only  re- 
quired to  turn  the  wooden  hand  wheel  a  quarter  revolution,  to 
start  the  engine  in  either  direction  ;  and  only  to  hold  it  during  a 


34O  GAS,    GASOLINE,    AND    OIL    ENGINES. 

quarter  revolution,  to  reverse  the  engine.  The  exhaust  enters 
the  crank  chamber,  which  is  closed  and  made  tight  on  the  main 
shaft  by  stuffing-boxes;  thence  by  a  pipe  through  the  hull  to 
the  condenser  along  the  keel,  from  which  the  condensed 
naphtha  is  discharged  into  the  tank  at  the  bow  of  the  boat. 

The  safety-valve  is  also  a  peculiar  feature  of  this  motor  ;  it 
is  held  closed  by  a  spring,  and  instead  of  discharging  into  the 
air,  causing  danger  and  waste  of  naphtha,  it  discharges  into 
the  crank  chamber  and  passes  the  vapor  through  the  condenser 
and  to  the  tank  as  fluid  naphtha.  These  motors  have  gained 
a  high  reputation  for  safety,  durability,  and  economy  in  the  ten 
years'  experience  with  their  use.  They  are  built  in  all  sizes, 
from  i  horse-power  to  as  many  as  required  for  a  7  6-foot  cruis- 
ing yacht. 

Vapor  Motors  for  Launches. 

A  new  combination  of  the  vapor  of  alcohol  in  the  production 
of  power  in  a  prime-mover  for  marine  use  has  been  recently 
brought  out  by  F.  W.  Ofeldt  &  Sons,  foot  of  25th  Street,  South 
Brooklyn,  N.  Y. 

In  this  motor  diluted  alcohol  is  vaporized  into  pressure  in  a 
seamless  copper  tubular  boiler  by  the  vapor  of  gasoline  burned 
in  a  peculiar  retort  furnace. 

The  alcoholic  vapor  is  expanded  in  a  compound  four-cylinder 
engine  in  which  the  small  cylinders  are  connected  to  opposite 
cranks  and  the  large  cylinders  to  opposite  cranks,  and  each  pair 
of  cranks  is  connected  at  right  angles  to  the  other.  The 
crank  shaft  receives  four  impulses  during  each  revolution. 
This  makes  a  perfectly  balanced  engine,  capable  of  high  speed 
without  vibration. 

There  is  but  one  rotating  valve  for  each  pair  of  cylinders,  so 
arranged  that  the  exhaust  of  the  small  cylinders  enters  the  large 
cylinder  connected  to  a  quarter  crank  ;  thus  using  the  energy 
twice. 

The  exhaust  vapor  flows  into  a  keel  condenser  of  copper 


VARIOUS    TYPES    OF    ENGINES    AND    MOTORS. 


341 


pipe,  is  condensed,  the  liquid  passing  to  a  small  tank  in  the  bow 
from  whence  it  is  again  pumped  into  the  boiler  in  quantities  to 
meet  the  requirement  of  the  engine.  The  waste  is  very  small. 

The  naphtha  for  fuel  is  stored  in  the  bow  tank  from  which  it 
is  drawn  by  a  small  pump,  operated  from  the  shaft,  in  regulated 
quantity  to  suit  the  requirement  of  the  engine.  The  tank  is 


FIG.   263.— THE  COMPOUND  VAPOR  MOTOR. 

enclosed  within  a  water-tight  bulk-head  at  the  bow,  with  perfo- 
rations in  the  bow  below  the  water-line  which  allows  of  a  circu- 
lation of  sea  water  around  the  tanks  to  keep  them  cool  and  as  an 
extra  precaution  for  safety  against  any  possible  leakage  into  the 
boat.  Kerosene  can  be  used  for  fuel,  if  desired,  the  only  change 
necessary  being  in  the  burners.  The  special  claims  for  this  form 


342 


GAS,    GASOLINE,    AND    OIL    ENGINES. 


of  motor  are,  that  naphtha  is  not  used  under  pressure ;  no  stuff- 
ing-boxes subject  to  naphtha  pressure.  . 

If  the  weak  alcohol  vapor  should  leak  out,  it  is  of  so  low  a 
grade  that  it  will  not  burn. 

Fig.  2  64  represents  a  2 1  -foot  launch  with  a  3  H.  -  p.  motor.  The 
light  weight  of  this  class  of  motors  is  a  consideration;  for  by  the 


FlG.    264. — THE   COMPOUND    VAPOR   MOTOR   LAUNCH. 

multiple  impulse  the  heavy  fly-wheel  is  dispensed  with,  and  the 
light  compact  build  of  the  engine  and  vaporizer  brings  the 
weight  of  a  i  H.-P.,  complete  with  engine  propeller,  shaft,  and 
fixtures,  to  100  Ibs. ;  a  3  H.-P.,  190  Ibs. ;  a  6  H.-P.,  400  Ibs. 

The  engines  are  reversible  and  under  entire  control  by  a 
single  lever.  They  have  frequently  been  reversed  at  full  speed 
without  the  slightest  damage  being  done ! 


VARIOUS    TYPES    OF    ENGINES    AND    MOTORS.  343 

The  Russ  Motoi . 

The  motors  built  by  Maxwell,  Wyeth  &  Company,  65 
Delavan  Street,  Brooklyn,  N.  Y.,  are  of  the  two-cycle  type, 
having  a. closed  cylinder  and  stuffing-box  around  the  piston-rod 
with  guide-slides.  The  design  is  in  the  inverted  vertical  form 
and  very  compact,  with  a  special  view  of  its  use  for  a  marine 
motor.  All  the  parts  requiring  adjustment  are  exposed  and 


FlG.    265.— THE   RUSS   MARINE   MOTOR. 

easy  to  handle.  The  cylinder  has  an  exhaust-port  uncovered  at 
the  end  of  the  impulse  stroke;  a  charging  port  also  in  the  cylin- 
der opposite  to  the  exhaust-port,  and  a  supplementary  charging 
port  at  the  head  of  the  cylinder  with  a  self-acting  valve  in  a 
communicating  passage  outside  of  the  cylinder  to  the  compres- 
sion end,  where  also  enters  the  charge  of  vapor  and  air  from  the 
mixer  and  governor-valve. 


344 


GAS,    GASOLINE,    AND    OIL    ENGINES. 


The  downward  stroke  of  the  piston  compressed  the  cnarge 
drawn  in  by  its  upward  stroke;  at  the  moment  of  the  exhaust 
relief  by  the  opening  of  the  exhaust-port,  by  the  descent  of  the 
piston,  the  compressed  charge  beneath  the  piston  is  instantly 


FlG.    266. — THE   DUPLEX    RUSS  MOTOR. 


transferred  through  the  side  passage  inlet  port  and  supplement- 
ary valve  at  the  cylinder  head  to  the  impulse  end  of  the 
cylinder;  is  compressed  by  the  return  stroke  and  ignited  by  the 
electrode. 


T 


VARIOUS    TYPES    OF    ENGINES    AND    MOTORS. 


345 


The  governor  is  located  in  the  fly-wheel  and  regulates  the 
inlet  charging  valve  by  a  rock  shaft  and  connecting-rod  to  a 
rotary- valve  in  the  single  cylinder  engines,  and  by  push-rods 
and  throttles  in  the  duplex  engines.  The  single  cylinder 
engines  are  built  in  sizes  from  3  to  15  H.-P.  ;  the  double  cylin- 
der erigines  in  sizes  from  10  to  25  H.-P. 

The  Amick  Gas  Regulator. 

The  need  of  gas  supply  under  a  uniform  pressure  is  much 
felt  among  the  users  of  gas  engine  power.  Experience  with 
variable  gas  pressure  makes  the  frequent  adjustment  of  gas- 
valves  necessary,— for  in  spite  of 
governor  regulation,  a  gas  engine  will 
not  run  at  the  same  speed  under  vari- 
able gas  pressures.  We  have  found 
in  the  Amick  gas  regulator,  made  and 
sold  by  The  People's  Gas  Savings  Co., 
27  Union  Square,  New  York  City,  one 
of  the  most  simple  and  effective  regu- 
lators that  we  have  yet  seen. 

It  consists  of  a  float  or  inverted 
basin  sealed  in  an  annular  cavity  by 
mercury  and  free  to  move  and  close 
or  open  a  valve  by  the  slightest  varia- 
tion in  the  gas  pressure.  A  central  spindle  projects  downward 
from  the  dome  of  the  float,  to  the  lower  end  of  which  is  attached 
a  duplex  valve  of  peculiar  construction,  the  spindle  being 
guided  by  holes  in  two  cross-bars  attached  to  the  shell.  Both 
valves  are  made  hemispherical  on  their  upper  side  in  order  to  give 
them  a  perfect  bearing  on  the  main  valve  seat  and  on  the  supple- 
mentary seat  on  the  lower  side  of  the  main  valve.  The  lower  or 
small  valve  being  fast  on  the  spindle,  and  the  main  valve  being 
slightly  loose  on  the  spindle,  allows  of  a  lateral  motion  of  the  main 
valve  to  bring  it  to  a  perfect  bearing  on  both  seats;  the  two  hemi- 
spherical surfaces  being  concentric,  allows  of  their  ready  adjust- 


FlG.  267.— THE   AMICK   GAS 
REGULATOR- 


346 


GAS,    GASOLINE,    AND    OIL    ENGINES. 


ment.  A  small  zigzag"  opening  in  the  cover  answers  for  an  air 
vent  and  to  prevent  tampering  with  the  float.  The  gas  inlet  is 
at  the  bottom  and  the  outlet  at  the  side  of  the  regulator. 

The  Secor  Oil  Engine. 

One  of  the  special  features  in  the  design  of  this  motor  is 
the  absence  of  a  water  jacket  by  which  it  is  claimed  a  large 
economy  is  obtained  by  carrying  a  higher 

heat    of    combustion  Q  throughout      the 

stroke  with  a  higher  f._i*™^!~        mean  pressure.     The 

valve    gear     is   very  I  |"lT«iiilHB        simple  and  effective, 

the  inlet  and  exhaust      CiSBIEKs    being   positively   op- 


erated by  direct  push- 
opposite  sides  of  the 
engine  is  of  the  verti- 
in  design  for  an  eco- 
John  W.  Quincy  & 
Street,  New  York 
agents  for  its  sale  in 


rods  from  cams  on 
reducing-gear.  The 
cal  style  and  intended 
nomical  shop  power. 
Co.,  98  William 
City,  are  the  sole 
the  United  States. 


FlG.    268. — THE  SECOR  OIL  ENGINE. 


VARIOUS    TYPES    OF    ENGINES    AND    MOTORS,  347 

The  Empire  Marine  Motor. 

The  "Empire"  is  one  of  the  latest  marine  motors  of  the 
gasoline  explosive  type.  It  is  a  four-cycle  compression  motor, 
receiving  an  impulse  at  every  other  revolution.  One  of  the 
simplest  motors  to  handle,  quickly  started,  absolutely  safe,  and 
can  be  run  by  any  one.  The  valves  are  made  of  the  best  tool 
steel,  and  all  the  working  parts  are  hardened  or  case  hardened. 
The  valves  are  positively  operated  by  push- rods  from  cams  on 
the  reducing-gear. 


FlG.  269. — 8  H.-P.  DUPLEX   MOTOR  FOR   REVERSIBLE  PROPELLER. 


The  vaporizer  is  fed  by  a  pump  drawing  the  gasoline  from  a 
tank  in  the  bow  and  regulated  by  an  overflow  of  the  surplus  from 
the  vaporizer  through  a  pipe  to  the  tank.  The  reversible  gear, 
as  shown  in  Fig.  270,  is  for  a  solid  propeller.  A  reversible 
propeller  is  also  furnished  instead  of  the  reversible  gear  when 
desired. 

Ignition  is  electric  from  a  current  furnished  by  a  small  dy- 


348 


GAS,    GASOLINE,    AND    OIL    ENGINES. 


namo  generator  operated  by  the  motor  and  of  such  a  capacity 
that  the  turning  over  of  the  fly-wheel  by  hand  is  sufficient  for 
generating  the  required  spark. 


FlG.  270. — I  H.-P.  MARINE  MOTOR,    WITH   REVERSING-GEAR.  ' 

The  C.  C.  Riotte  Co.,  No.  1955  Park  Avenue,-  New  York  City, 
are  the  builders  of  the  engines  and  equip  boats  of  their  own 
build,  or  fit  the  engines  complete  in  any  suitable  boat  of  other 
build.  We  append  a  table  of  sizes  of  engines  for  boat  equipment. 


D  i' 

S 

lu 

5 

M 

a 

Vctual  brak 
tiorse-powei 

Number  of 
cylinders. 

evolutions  j 
minute. 

Diameter  o 
fly-wheel. 

* 

eight  over  i 
from  keel. 

pacity  of  ta 
we  supply. 

& 

H 

<3 

GAL. 

I 

I 

600 

12 

100 

I9 

5 

2 

I 

400 

17 

225 

28     30 

4 

I 

400 

20 

375 

32 

75 

4 

2 

400 

17 

35° 

28 

75 

6 

2 

400 

20 

500 

30 

100 

8 

2 

400 

22 

800 

32 

150 

12 

2 

400 

24 

IOOO 

39 

200 

20 

2 

400 

28 

1500 

46 

400 

PATENTS 

Issued  in  the  United  States  for  Gas,  Gasoline  and  Oil  Engines  and  their  appli- 
ances, from  1875  to  1897  inclusive  : 


—  1875  — 

G.  W.  Daimler 168,623 

J.  Taggart 161,454 

P.  Vera 160,130 

—  1876  — 

J.  Brady 176,588 

A.  de  Bischop 178,121 

T.  W.  Gilles 179,782 

-1877- 

J.  Wortheim 192,206 

R.  D.  Bradley 187,092 

F.  Deickman 195,585 

N.  A.  Otto 194,047 

Otto  &  Crossley 196,473 

-1878- 
J.  Brady 200,970 

-1879- 

F.Burger J  222^ 

(  222,660 

J.  H.  Connelly 211,836 

J.  Robson 220, 174 

Wittig  &  Hees 213,539 

G.  W.  Daimler 222,467 

—  1880- 

E.  Buss 226,972 

L.  Durand 232,808 

C.  Linford 232,987 

A.  K.  Rider 233,804 

Wittig  &  Hees 225,778 

D.  Clerk 230,470 

G.  W.  Daimler 232,243 

— 1881  — 

E.  Renier 247,741 

C.  J.  B.  Gaume 240,994 

A.  K.  Rider 245,218 

J.  Robson 243,795 

G.  Wacker 242,401 


N.  A.  Otto 241,707 

J.  Ravel 236,258 

—  188:2  — 

C.  G.  Beechy 264,126 

R.  Hutchinson 253,709 

A.  P.  Massey 260,587 

T.  McAdoo 253,406 

P.  Munsinger 266,304 

L.  C.  Parker 269,813 

C.  M.  Sombart 260,620 

K.  Teichman 269,163 

H.  Wiedling ^59,736 

I  269,146 

A.  K.  Rider 267,458 

E.  W.  Kellogg 265,423 

H.  H.  Burritt 258,884 

W.  H.  Wigmore 260,513 

—  1883- 

276,747 
276,748 
276,749 
276,750 
276,751 
287,897 
288,399 
290,310 

J.  Charter J  27°'202 


C.  W.  Baldwin. 


H.  Denney 

Eteve  &  Lallemont. . . 

J.  A.  Ewins 

E.  J.  Frost 

W.  Hammerschmidt. 


Geo.  M.  Hopkins 


G.  M.  &L.  N.  Hopkins. 
Jackson  &  Kirkpatrick... 
S.  Marcus 

H.  S.  Maxim.., 


270,203 
290,632 
272,130 
278,421 
273,269 
288,632 
284,555 
284,556 
284,557 
284,851 
283,398 
286,030 
273,750 
279,657 


350 


GAS,    GASOLINE,    AND    OIL    ENGINES. 


271,902       J.  Schweizer  

292,864 

278,255       N.  H.  Thompson  &  C.  B.  Swan. 

300,661 

278,256 

L.N.Nash  

289,019                               —1885  — 

280,601 

*%&,       S-  ™°*  

332,312 

.M       C.H.  Andrews  

314,284 

N.  A.  Otto  

288,479 

325,377 

L.  C.  Parker  (reissue)  

10,290      C.  W.  Baldwin  , 

325,378 

284,061 

325,379 

284,328 
287578      C'Benz  

[325,380 
316,868 

J.  Robson  

27l]L       M.G.  Crane  

327,866 

C.  Rohn  

280,083       G.  Daimler  

313,922 

C.  Shelburne  

277,618 

313,923 

T.W.Turner  

£,&      W.A.  Graham  

330,  317 

L.  C.  Parker  

M       H"Hart«  

324,554 

G.  M.  &  I.  N.  Hopkins  

326,561 

326,562 

—  1884- 

T.  McDonough  

315,808 

G.M.  Allen  
J.  Atkinson  

301,320 
306,712       L-N.  Nash  

3I2,494 
312,496 

J.  Charter  
E.  Edwards  

292,894 
300,453 

3  1  2,  497 
312,498 

C.  J.  B.  Gaume  

Geo.  M.  Hopkins  
G.  M.  &  I.  N.  Hopkins  
I.  N.  Hopkins  

302,478      J-F-  PJace  

306,254       D.S.Regan... 
305,452 
306  924       c-  Shelburne  \ 

322,477 
328,970 
333,336 
322,650 

C.  W.  King  &  A.  W.  Cliff 
S.  Lawson  H 

293,179       D.S.Troy... 
306,933 

332,447 
317,892 
332,313 

H.  S.  Maxim  j 

307,057     s.wilcox  

295,784 

332,314 
332,315 

J.  A.  Menck  —  A.  Hambrock  
P.  Murray,  Jr  - 

296,340       j  g  Wood 
295,415       Ai  w  schleicher.  .  . 
305,464       H.RFeister  

305,465       E>  Schrabetz  

305,466 

328,170 

314,727 
324,244 
312,906 

.  305,467 

f3I2,499 

B.  Parker  

308,572       L.N.Nash  

33I>°78 

F.  W.  Rachholds  
J.Spiel  

301,009 
302,045 

33I,°79 
331,080 

W.L.Tobey  
S.  L.  Wiegand  
J.S.  Wood  
A.  K.  Rider  

306,443       D.S.Regan  
2°7'320       S.  Sintz  
300,294       G.M.Ward  
292,178 

[331,210 
320,285 
315,082 
311,214 

C.  G.  Beechey  

306,314 

306,339 

296,341       C.  H.  Andrews—  H.  Williams.  . 

341,538 

291,065       G.  C.  Anthony  

337,226 

H.S.Maxim  - 

293,762       J.  Atkinson  

336,505 

302,271       J.  Charter  

335,564 

293,185       J.  H.  Clark  

347,469 

J.Spiel  

10,750 

301,078       E.  Delamare  —  Deboutteville..  .  . 

333,838 

PATENTS. 


351 


J.  Hodgkinson—  J.  H.  Dewhurst  347,603 

R.  Van  Kalkreuth  

358,134 

..  345,596 

J.  S.  Wood  

363,497 

J.  J.  E.  Lenoir  

..  335,462 

N.  C.  Bassett  

359,553 

,  351,393 

T.  Shaw  

367,936 

P.  Murray,  Jr  

..)  351,394 

W.  Gavillet—  L.  Martaresche.  .  . 

357,193 

I  35i,395 

E.  Korting  

366,116 

i  334,039 

F.  Von  Martini  

358,796 

L.  H.Nash  

.•j  34i,  934 

T.  Backeljan  

364,205 

I  341,935 

H.  P.  Holt—  F.  W.  Crossley.  .  .  . 

370,258 

N.  E.  Nash  

..  340,435 

N.  A.  Otto  

365,701 

J  F   Place 

i  348,998 

F.  W.  Crossley—  H.  P.  Holt—  F. 

I  348,999 

H.  Anderson  

363,508 

N.  B.  Randall  

..  355,ioi 

B.  F.  Kadel  

374,968 

A.  L.  Riker  

..  349,858 

C.  Sintz  

-.  339,225 

—  1888  — 

H.  &  C.  E.  Skinner  

..  335,971 

R.  F.  Smith  

j  345,99s 
I  347,656 

H.  T.  Dawson  

E.  Delamare  —  Deboutteville, 

392,191 

J.  Spiel  

..  349,464 

10,951 

S.  Wilcox  

j  343,744 
*  343,745 

H.  Hartig  
L.  N.  Hopkins  

39!,528 
379,397 

L.  H.  Nash  

j  334,038 

E.  Korting  

377,623 

{  334,040 

386,208 

E.  Korting  

..  346,374 

L.  H.Nash  -< 

386,210 

J.H.  Clark  

..  353,402 

386,21! 

C.  E.  Skinner  

t  352,368 

J.  Noble  

379,807 

(  335,970 

H.  K.  Shanck  j 

376,212 

F.  Bain  

..  354,881 

390,710 

C.  W.  Baldwin  

••  352,79° 

W.  S.  Sharpneck  

391,486 

N.  A.  Otto  

••  350,077 

C.  Sintz  

383,775 

..  346,687 

H.  Skinner  

389,608 

N.  A.  Otto  

..  335,038 

R.  F.  Smith  

377,962 

J.  P.  Holland  

j  337,000 
«  335,629 

G.  W.  Stewart  
J.  Bradley  

381,488 
386,233 

A.K.  Rider  

..  349,983 

J.R.Daly  

392,109 

G.  Daimler  

..  334,109 

386,214 

T.  Spiel  

..  349,369 

386,216 

G.  Ragot  &  G.  Smyers  

..  350,769 

L.  H.Nash  j 

386,212 

L.  L   Nash  

..  334,041 

386,213 

386,215 

—  1887  — 

,286,209 

J.  Atkinson  

..  367,496 

R.  Bocklen  
N.  A.  Otto  

384,673 
388,372 

C.  W.  Baldwin  
H.  Campbell  

j  368,444 
1  368,445 
..  367,184 

H.  Williams  
N.  A.  Otto  

386,949 
386,929 

J.  Charter  

|  356,447 

A.  Rollason  

394,299 

L.  T.  Cornell  

..  359,920 

C.  L.  Seabury  

393,o8o 

F.  W.  Crossley  
C.  J.  B.  Gaume  

..  370,322 
..  374,056 

—  1889  — 

F.  W.  Ofeldt  

..  356,419 

A.  Schmid—  J.  C.  Beckfield  

403,294 

A  Schmid—  J.  C.  Beckfield.  .  . 
Reissue  

j  362,187 

'•)  371,793 
.  {    10,878 

J.  J.  R.  Humes  
C.  W.Baldwin  « 

400,850 
407,320 

407,321 

352 


GAS,    GASOLINE,    AND    OIL    ENGINES. 


C.  W.  Baldwin  

408,623                               —  1890  — 

T.  B.  Barker  

400,163       G.  B.  Brayton  

432,260 

J.  C.  Beckfield  

396,022       w.  D.  &  S.  Priestman     .... 

430,038 

L.  T.  Cornell   

406,263 

423,214 

W.E.  Crist  

417,47! 

i  437,973 

H.  J.  Hartig  

4i5,  i97       H.  Lindley  &  T.  Browett  

440,485 

A.  Histon  

4°°'458       N.  A.  Otto... 

433,8o6 

399,907 

I  433,807 

399,908       H.  Campbell  

428,801 

402,749       G.  McGee  

432,638 

402,750      j.  Taylor  

443,082 

402,751 

'433,809 

J.  Mathies  

411,668 

433,8io 

L  H  Nash          ....            .  .  .  .  J 

4oi,453 

433,8n 

418,417       N.  A.  Otto  , 

433,8i2 

D.  S.  Regan  

408,356 

433,8i3 

N.  Rogers—  J.  A.  Wharry  

403,379 

433,8i4 

A.  Schmid  

396,238 

437,508 

C.  Sintz  

416,649 

.424,345 

H.  Tenting  
W.  von  Oechelhaenser  

402,363      M  M  Barrett—  J.  F.  Daly  
41  7,  759 

434,695 
430,504 

C.  White—  A.  R.  Middleton.  .  .  . 

406,807       F.  Diirr  

442,248 

L.  F.  McNett  

407,961       H.  J.  Baker  

421,473 

N.  Rogers—  J.  A.  Wharry  

403,378       C.  W.  Baldwin  

434,17! 

W.  E.  Crist  

417,472       ^  ^  Barrett  —  T.  F.  Daly 

430,505 

L.  H.  Nash  

418,419 

430,506 

E.  D.  Deboutteville—  L.  P.  C. 

400,754      J.  C.  Beckfield  

432,720 

Malandin  

411,644 

421,474 

S.  Capitaine  

408,460      J.  C.  Beckfield—  A.  Schmid.  .... 

421,475 

E.  Korting  

417,924 

421,477 

N.  Rogers—  J.  A.  Wharry  

403,377       E.  H.  Gaze  
1  403,376      J.  Mohs  

437,776 
426  297 

L.  H.  Nash  

401,452       E.  Quack  

441,582 

L-.  C.  &  B.  Parker  

401,204       D.  S.  Regan  (reissue)  

11,068 

E.  Capitaine  

408,459       A.  Schmid—  J.  C.  Beckfield  

421,524 

I.  F.  Allman  

411,211       H.  K.  Shank  

439,200 

N.  Rogers—  J.  A.  Wharry  

403,380       W.  S.  Sharpneck  

441,028 

J.  C.  Beckfield  

417,624       C.  Sintz  

426,337 

S.  Griffin  

412,883       J.  D.  Smith  

418,821 

H.  Hoelljies  

.408,483       E.  A.  Sperry  

433,55! 

L.  H.Nash  

418,418       J.  R.  Valentine—  A.  T.  Grigg.. 

425,116 

E.  Capitaine  

406,160       c>w>Weiss_                              < 

419,805 

C.  S.  A.  H.  Wiedling  

398,108                                                               1 

419,806 

J.  J.  Punrell  

408,137       C.  White—  A.  R.  Middleton  

438,209 

S.  Wilcox  

402,549       J.  J.  Pearson  —  J.  Kunze  

428,858 

L  C   &  B  Parker        

403,367       G.  H.  Chappell  (Rotary) 

441,865 

i  405,795       J.  H.  Eichler  (Rotary) 

442,963 

W.  J.  Crossley  

.406,706       G.  E.  Hibbard  (Rotary) 

424,000 

G.  Daimler  

418,112       W.  S.  Sharpneck  (R  otary) 

428,762 

J.  Charter  

415,446      W.  C.  Rossney  

420,169 

N.  A.  Otto  

407,234       E.  F.  Roberts  

424,027 

M.  V.  Schiltz  

399,569       C.  W.  Baldwin  

439,232 

A.  Allmann—  F.  Kuppermann.. 

412,228      J.  J.  Pearson  

426,736 

K.  Gramm  

415,908      J.  W.  Eisenhuth  

.436,936 

PATENTS. 


353 


J.  W.  Eisenhuth J  430,310 

i  430,3*2 

G.  B.  Brayton 432, 1 14 

A.  W.  Schleicher  —  P.  A.  N. 

Winand 434,609 

P.  A.  N.  Winand— L.  V.  Goeb- 

bels 435,637 

J.  Roots 425,909 

H.  A.  Stuart 439,702 

N.  A.  Otto 437,507 

C.  von  Lude 435,439 

—  1891  — 

A.  Harding 452,520 

I.  F.  Allman 453,071 

J.   Charter 455,388 

B.  H.  Coffee 446,851 

P.  T.  Coffield— C.  H.  Poxson. . .  456,284 

E.  W.  Evans 452.568 

J.  Fielding 450,406 

M.  A.  Graham 445, 1 10 

O.  Kosztovits 448,924 

G.  W.  Lewis 451,621 

E.  Narjot 448989 

B.  C.  Vanduzen 448,597 

•G.J.Weber....  .  J  449,5o7 

(  444,031 

M.  M.  Barrett 452,174 

M.  M.  Barrett— J.  F.  Daly 463,435 

D.  D.  &  J.  T.  Hobbs 460,070 

459,403 

F.  W.  Lanchester 459,404 

459,405 
465,480 


L.  G.  Wolley. . 
J.  S.  Connelly. 


v.  Loutsky 

f .  Neil— A.  Janiot. 

H.  Williams 

B.  C.  Vanduzen 

P.  C.  Sainsevain — 
G.  Roberts 

F.  S.  Durand 

H.  Schumm 

H.  Lindley 

E.  Kaselowsky 

G.  W.  Lewis... 


450,091 
457,459 
457,460 
460,241 
462,447 


457,020 

448,386 

461,802 

446,016 

455,483 

458,073 

45o,77i 

463,231 

45i  620 

j  456,505 

A.  Rollason— J.  H.  Hamilton.,  j  456,853 

457,332 

O.  Lindner 453,446 

L.  Kessler 451,824 

D.  S.  Regan 448,369 


-1892- 


480,019 

,  Stein 478,651 

.  Best 484,727 

Charter 472,106 

A.  Charter...                        .J  473*293 

(  477,295 

.  T.  Dawson 466,331 

,  W.  Evans 488,165 

W.  Raymond 488,483 

.  Warden 486, 143 

Wehrschmidt 484,168 

W.  Weiss 473,685 

Withers— D.  S.  Covert 487,313 

Schumm 488,093 

I.  Nichols 480,272 

Schumm 482,202 

Niemezyk 480,737 

W.  Weatherhogg 480,535 


F.  E.  Tremper. 


J.  S. 

F.  Cordenons 

J.  Foos— C.  F.  Endter 

C.  J.  B.  Gaume 

W.  W.  Grant 

C.  F.  Hirsch— A.  Schilling 

D.  D.  Hobbs 

G.  E.  Hoyt \ 


S.  Lawson 

G.W.Lewis 

W.     von    Oechelhaeuser  —  H. 
Junkers 


J.  W.  Raymond : . 

C.  Sintz 

C.  V.  Walls 

H.  A.  Weeks— G.  W.  Lewis. . . . 

W.  H.  Worth 

H.  W.  Tuttle 

D.  Best 

C.  W.  Weiss 

A.  Niemezyk 

C.  B.  Wattles 

E.  Delamare  —  Deboutteville  — 
L.  Melandin. ., 


495,281 
503,016 

49^403 
500,754 

494,134 
501,881 

497,239 
507,436 
506,817- 
502,255 
510,140 
498,476 


508,833 

499,935 
504,614 

505,327 


509.255 
498,700 

504,260 
510,213 
496.718 
492,126 
508,042 
509,981 


354 


GAS,    GASOLINE,    AND    OIL    ENGINES. 


H.  Schumm (497,689 

(  510,712 

C.  Stein 511,661 

P.  H.  Irgens 505,767 

H.  Williams '.  490,006 

3.  Chatterton 505,751 

A-  GraY 504,723 

W.  Seek 509,830 


—  1894  — 


J.  Low— J.  W.  Gow. 
P.  A.  N.  Winand... 

A.  J.  Painter 

W.  S.  Elliott,  Jr. ... 
H.  F.  Frazer... 


J.B.  Carse 

B.  H.  Coffey.. 
H.  T.  Dawson. 


W.  W.  Grant 

J.  W.  Hartley— J.  Kerr. 
C.  F.  Hirsch.., 


F.  Hirsch 


C.  S.  Hisey 

J.  Labataille— J.  J.  Graff. 

D.  C.  Luce 

J.  McGeorge 

F.  S.  Mead 

H.  B.  Migliavacca , 

E.  Narjot 

F.  C.  Olin 

J.  &  W.  Paterson 

T.  H.  &  J.  T.  H.  Paul.... 

H.  Pokony 

S.  D.  Shepperd 

H.  Swain 

R.  Thayer 

H.  Voll 

J.  Walrath 

F.  Hirsch 

W.  W.  Grant 

K.  A.  Jacobson 

M.  Lorois 

W.  A.  Shaw 

W.  F.  West 

W.  Seek 

H.  M.  L.  Crouan  . . 


515,297 
525,828 

523,369 

523,628 

526,348 

I  518,177 

(518,178 

514,211 

i  513,486 

1  530,508 

525,651 

5i5,77o 

526,837 

;  522,712 
1 530,523 

517,821 
519,863 
525,857 
528,006 
528,105 
515,530 
525,358 
528,489 
530,237 
514,271 
521,443 
519,880 

517,077 
527,635 


H.  H.  Andrew— A.  R.  Bellamy 


H.  Schumm  . 
H.  Campbell. 


518,717 
514,359 
514,996 
529,452 
523,734 
513,289 
517,890 
5i5,n6 
526,369 
528,063 
528,115 
523.5« 


L.  Crebessac 530, 161 

R.  B.  Hain 531,183 

—  1895  — 

G.  W.  Waltenbough 543, 116 

H.  Schumm 548, 142 

F.  M.  Underwood 542,743 

F.  S.  Mead 546,238 

H.  Thau 545,553 

A.  J.  Signer 538,132 

C.  L.  Ives 534,886 

M.  L.  Mery 543, 157 

C.  W.  Weiss j  543,163 

J.  J.  Norman 548,922 

J.  J.  Bordman 547,414 

J.  Bryan 542,972 

E.  E.  Butler 546,110 

J.  A.  Charter 532,314 

F.  W.  C.  Cock 544,210 

F.  W.  Coen... 551,579 

G.  F.  Conner 548,628 

F.  E.  Covey— G.  W.  Haines 532,869 

W.  L.  Crouch— E.  E.  Pierce....  535,815 

J.Day (543,6i4 

I  544,214 

H.  J.  Dykes 539,122 

J.  Froelich 550  266 

E.  R.  Gill 536,029 

H.  H.  Hennegin 545,502 

F.  Hirsch 532,555 

A.  R .  Holmes 540,490 

L.  M.  Johnston 538,680 

J.W.Lambert...  (534, 163 

(  550,832 

H.  A.  Lauson — J.  J.  Norman — 
A.  D.  Nott 550,451 

F.  S.  Mead f 541.773 

'    1  545,709 
F.  P.  Miller 532,980 


(  540,923 

F.  A.  Rider — S.  Vivian 533,922 

B.  L.  Rinehart — B.  M.  Turner..  552,332 

C.  Sintz 539,7*0 

E.  J.  Stoddard 533,754 

H.'Swain 535,964 

G.  Van  Zandt 537,253 

C.  V.  Walls 537,370 

G.  J.  Weber 534-354 

H.  A.  Weeks 543,8i8 

C.  J.  Weinman— E.  E.  Euchen- 

hofer. ..  ,         .  537,512 


PATENTS. 


355 


C.  White— A.  R.  Middleton. . . . 

D.  Best 

F.  Burger 

J.  R.  Bridges 

J.  W.  Lambert 

G.  W.  Roth 

W.  R.  Campbell 

B.  W.  Grist 

J.  Robison 

P.  Burt— G.  McGhee 

G.  W.  Roth 

F.  S.  Mead 

J.    E.  Weyman  — A.  J.  &  J.  A. 

Drake 

P.  Bilbault 

A.  R.  Bellamy \ 


O.  Colborne 

J.  Robison  

C.  &  A.  Spiel.... 

J.  E.  Friend 

S.  Griffin , 

W.  Seek 

H.  F.  Wallmann. 
W.  E.  Gibbon. . , 


V.  List— J.  Kossakoff, 

A.  W.  Brown 

F.  Mayer 

F.  W.  Ofeldt... 


W.  Lorenz. 
J.  Robison. 


—  1896  — 

J.  F.  Duryea 

J.  F.  Daly  &  W.  L.  Corson 

G.  E.  Hoyt 

A.  A.  Hamerschlage 

G.  F.  Eggerdinger  and  G.  R. 

Swaine 

G.  W.  Lamos , 

FredMex 

H.  G.  Carnell..  ..  J 


F.  W.  Mellars 

C.  J.  Weinman— E.E.  Euchen-( 
hoffer ( 

F.  W.  Crossley  &  J.  Atkinson. . 

M.  G.  Nixon 

J.M.  Worth 

G.  L.  Thomas  . . 


545,995  C.  Wagerell— A.  A.Williams..  555,355 

544,879  w  w  Qrant>  ^                               j  553,460 

549,626  { 553,488 

548,772       S.  M.  Miller 553,352 

536,287       F.  M.  Underwood 553,181 

552,263       W.  D.  &  S.  Priestman 552,718 

550,742       J.  S.  F.  &  E.  Carter 552,686 

545,125  L.  J.  Monahan — J.  D.  Termant.  561,123 

532.098  P.  A.  N.  Winand 561,302 

550.674  H.L.Parker 560,920 

539  923       J-  W.  Eisenhuth 558,369 

544,586       G.  Alderson 560,016 

A.  F.  Rober 560,149 

542,124       L.  H.  Nash 563,051 

532,412       T.  M.  Spaulding 562,673 

536,997       L.  s.  Gardner <  562,720 

537,963  <  558,943 

550.675  E.  Kasalowsky 559,290 

532.099  I.  F.  Allman 556,237 

532,219       H.  C.  Baker 563,249 

550,785       F.  S.  Mead 563,670 

542,410       A.  W.  Bodell 563,548 

549,939       P.  A.  N.  Winand 563,535 

548,824       L.  F.  Allman 563,541 

547,606       L.  M.  Burgeois,  Jr 564,182 

535,914       A.  J.  Pierce 564,643 

536,090       E   N   Dickerson o i  564,684 

550,185  I  565,157 

532,865       H.  Swain 564,769 

549,677       J-  Robison 565,033 

538,694       R.  E.  Olds— M.  F.  Bates 565,786 

540,757       B.  Wolf 566,263 

535,837       A.  Barker 566,125 

532,097       H.  Ebbs 566,300 

532.100  G.  H.  Willets 567,530 

H.  A.  Winter 567,432 

H.  Van  Hoevenburgh 567,928 

557,469       C.  D.  Anderson 567,954 

557,493       J-  S.Klein 568,115 

561,890  J.  S.  —  R.  D.  —  W.  D.  &  C.  H. 

561,886          Cundall 568,017 

G.  A.  Thode 568,814 

F.  C.Olin (569,386 

1 569,564 

562,230       H.  A.  Winter 569,530 

533,662  C.  J.  Weinman— E.  E.  Euchen- 

556,086          hofer 569,365 

556, 195       H.  Schumm 569,942 

555,717       H.  C.  Hart 569,9^ 

555,791       M.  W.  Weir 569,694 

555,898      T.  von  Querfurth 569,672 

559,399      R.  E.  Olds 570,263 

559,oi7       E.  j.  Pennington (  57o,44o 

558,749  » 570,441 


356 


GAS,    GASOLINE,    AND     OIL    ENGINES. 


R.  Rolfson 570,649 

L.  Gathman 570,470 

E.  Prouty 570,500 

C.  W.  Pinkney. 57I>239 

C.  A.  Kunzel,  Jr 571,447 

G.  W.  Lewis 57I,534 

F.  C.  Olin 57i,495 

E.  P,appe ;.  571,498 

M.  Biakey 571,966 

J,  F.  Dtuyea 572,051 


E.  E.  Ludi 572,209 

E.  Capitaine 572,498 

F.J.  Rettig 573,296 

F.  E.  Culver 573,209 

S.  M.  Balzer 573,174 

J.  Charter,  Jr 573,762 

G.  S.  Tiffany. 573,628 

M.  F.  Underwood 574,183 

J.  W.  Eisenhuth 574,3" 


—1897— 


F.  Burger 

F.  C.  Southwell. 


J.  Walrath. 


L.  Benier 

H.  S.  Bristol. 
T.  W.  Cohen 
P.  T.  Coffield. 
O.  Colborne.. 


W.  L.  Crouch 


C.  L.  Grohmann 

G.  Joranson 

J.  Ledent 

L.  H.  Nash. . 


L.H.Watties 

G.  W.  Lamas 

J.  D.  Blagden.    Rotary. 

E.  W.  Blum 

W.  Donaldson , 

E.  Fessard  . . . , , 

W.  F.  Trotter. . 


W.  Rowbotham, 


A.  Peugeot 

G.  W.  Lewis 

O.  Bamborn 

E.  Merry 

W.  Maybaciu 

M.  Biakey 

J.  G.  Lewis 

G.  H.  Ellis  and  J.  F.  Steward 

H.  C.  Baker 

D.  Best 

F.  G.  and  F.  H.  Bates. . 


576,430 
575,812 

577,898 
578,377 
579,378 
575,326 
575,878 

579,789 
579,860 

574,670 
575.502 

574,535 
574,6io 
575,720 
576,604 
578,112 
577,567 
574,6i4 
575,517 
579,554 
577,160 

574,723 
575,66i 
574,762 
578,266 
577,536 
577,i89 

578,034 
579,068 
577,i67 
580,172 
580,090 
580,387 

58o,444 
580,446 

580,445 


W.  O.  Worth  ..............  581,683 

E.  P.  Wollard  ..............  581,385 

A.  Winton  .................  582,108 

T.  Small  .................  {58l>783 

1581,784 

F.  S.  Mead  ................  582,073 

G.  Alderson  ................  581,930 

W.  H.  Knight  ..............  581,826 

O.  Mueller  ................  582,540 

J.  W.  Lambert  .............  582,532 

H.  T.  Dawson  ..............  582,271 

F.M.  Rites  ...............  ^82,231 

<  582,232 
J.  A.  Charter  ...............  582,620 

G.  W.  Lewis  ...............  583,399 

G.   Westinghouse    and    E.  f?o^'?o 

1-k  T  \O       *5O       T" 

RuQd  ...................  (583,585 

G.  Langen  .................  583,600 

H.  B.  Maxwell  .............  583,495 

L.  H.  Nash  ...............  ^83,627 

<  583,628 

J.W.Raymond  ...........  J  583,507 

I  583,508 
J.H.  Tuffs  .................  583,872 

F.  Burger  and  H.  M.Williams  584,282 
F.  C.  Griswold  ............  584,130 

P.  B.  &  S.  D.  McLelland  .  .  .  584,188 
W.  F.  Davis  ...............  583,082 

P.  A.  N.  Winand.  ....  ......  583,962 

J.  O.  Brown  ................  584,622 

E.  B.  Dake  ................  584,674 

C.   C.   Wright  and  W.  J.  {     g        g 

" 


Stephens 


C.  Quasi 


584,960 


PATENTS. 


357 


C.  A.  Miller  

585,115       F.  Conley  and  C.  J.  Macomber 

59i,34i 

G.  W.  Starr  and  J.  H.Cogswell 

585,127       M.  O.  Godding  

59^598 

W.  E.  Gibbon  

585,434       D.  Best.     Reissue  

1  1,633 

L.  S.  Brown  

585,504       C.   I.   Cummings   and   J.   C.  \ 

•  ^QI  QC2 

H.  B.  Steel  

585,601            Hilton  i 

jyl  'VO" 

F.  Burger  

585,651       c.W.Weiss.. 

592,033 

J.  A.  Charter  

585,652                                                           1 

59-,°34 

C.  Jacobson  

586,31  2       P.  Auriol  

592,073 

J.  D.  Russ  

586,321       C.  L.  Mayhew  

591,862 

E.  P.  Woillard  

586,409       C.  Sintz  

592,669 

E.  J.  Pennington  

586,51  1        F.  C.  Olin  

592,881 

T.  A.  Redmon  

586,826       F.  W.  Spacke  

593,°34 

A.  A.  Williams  

587,627       F.  W.  Lancaster  

562,794 

P.  Mueller  

587,747       J.  J.  Heilmann  

593,296 

H.  C.  Hart  | 

588,061       C.  A.  Schwarm  

593'970 

588,062       F.  F.  Snow  

593,9" 

A.  G.  Pace  

588,466      A.  Rosenberg  

593,859 

S.  A.  Reeve  

588,292       W.  Bayley  

594,372 

C.  Quast  

588,876       J.  Q.  Chase  

595,043 

L.  Ely  

588,629       McFadden  and  Lloyd  

595,324 

White  &  Middleton  

588,91  7       A.  L.  Harbison  

595,625 

J.  C.  Wilson  

589,150       E.  Meredith  

595,489 

E.  R.  Moffitt  

589,509       W.  Rowbotham  

595,497 

J.  S.  Walch  

590,080       J.  B.  Fenner  

596,239 

A.  J.  Tackle  

590,796       E.  R.  Bales  

596,352 

V.  G.  Apple  

591,123       F.  W.  Lancaster  

596,271 

—1898— 

W.  J.  Wright  

607,904       C.  A.  Lefebvre  

614,1  14 

W.  E.  White  

599,376       A.  A.  Vansickle  

615,766 

J.  Madlehner  and  F.  Hamilton 

616,059       P.  E.  Singer    , 

.  600,971 

W.  von  Oechelhaeuser  

596,613       A.  Howard  

602,161 

W.  O.  Worth  

607,613       G.  A.  Marconnett  

,  611,813 

J.  S.  Klein  j 

613,284       E   Wieseman  and  J.  Holroyd 
615,393 

(  600,107 
I  600,974 

T.  M.  Doyle......  

602,556       S.  Rolfe  

,   597,860 

F    S.  Mead               -j 

603,914       S.  Bouton  

606,504 

612,258       L.  Halvorson  

.  600,147 

H.  A.  Humphrey  

61  1,125       c-  E-  Henriod  

.  603,986 

W.  Morava  

608,968       P.  L.  Hider  

•   599,235 

W.  R.  Bullis  

597,389       G.  A.  Newman  

.  602,707 

R.  Diesel  

608,845       J.  A.  Secor  

•  602,477 

F.  L.  Merritt  

605,583       E.  D.  Strong  

•     597,92  1 

M.  H.  Rumpf  

615,049 

(  598,832 

G.  L.  Woodworth  

607,317       A.  Winton  

j  600,819 

G.  H.  Gere  

598,986 

'  610,465 

R.  B.  Hain  

599,653       M.  F.  Bates  

•    607,536 

W.  F.  Trotter  

603,297       M.  Beck  

.    602,820 

358 


GAS,    GASOLINE,    AND    OIL    ENGINES. 


L.  F.  Burger 598,496 

H.  G.  Carnell 613,757 

J.  Carnes  and  C.  W.  McKibben  603,125 

F.  E.  Culver 601,012 

A.  H.  Dingman 610,034 

J.  F.  Duryea 605,815 

J.  Eraser 599»496 

C.  Guyer 596,809 

H.  H.  Hennegin 597,77* 

T.  H.  Hicks 606,386 

D.  D.  Hobbs 613,417 

C.  Jacobson 607,566 

J.  N.  Kelly  and  W.  M.  Kelch  .  610,682 

J.  Lizotte 600,675 

S.  E.  Maxwell  . ,  ...  601,210 


L.  H.  Millen 612,047 

J.  J.  Ohrt 608,298 

F.  C.  Olin 613,390 

J.  A.  Ostenberg 612,756 

(  597,326 

C.  Quast )  607,878 

'  607,879 

J.  Reid 607,276 

S.  S.  Simrak 598,025 

H.  C.  Strang 61 5,052 

D.  M.  Tuttle 604,241 

B.  C.  Vanduzen 600,754 

W.  E.  White 599,375 

L.  J.  Wing 607,580 

W.  J.  Wright 607,903 


—  1899— 


A.  G.  Pace.     (Reissue) "»775 

R.  Mewes 633,878 

F.  R.  Simms 617,660 

F.  R.  Simms.     (Reissue) ",763 

E.  Fessard 639,160 

F.  Burger 623,980 

E.  Brillie. 618,638 

W.  Jasper 626,206 

E.  J.  Fithian 626,155 

G.  Hirt  and  G.  Horn 630,083 

H.  Smith 632,763 

H.  C.  L.  Holden 622,047 

S.  N.  Pond 633,484 

A.  Howard 61 7,529 

F.  Hayot 623,713 

C.  J.  F.  Mollet-Fontaine  and  )  ^     Q^ 

L.  A.  C.  Letombe J  ' 

F.  Diirr 625,387 

F.  C.  Hirsch 622,469 

H.  N.  Bickerton  and  H.  W. 

Bradley 

J.  W.  and  P.  L.  Tygard 619,004 

E.  J.  Stoddard 623,224 

A.  Mahon 625,180 

S.  W.  Zent 637,317 

C.  A.  Anderson   and   E.   A.  )  /-      go 

Ericksson ) 

J.  H.  Frew 623,361 

G.  W.  Lewis 621,110 

H.  J,  Perkins 630,738 

J.  W.  Weeks 635,624 


J.  H.  Hamilton  . . 
J.  B.  Doolittle  . . . 

C.  O.  White 

J.  A.  Harp 

E.  H.  Korsmeyer. 

E.  L.  Lowe 

J.  W.  Eisenhuth  . 

E.  J.  Woolf . . 


C.  R.  Daellenbach. 


640,083 


L.  B.  Doman  . . . 
T.  C.  Kennedy. . 
G.  W.  Lewis  . . . 
H,  P.  Maxim  . . . 

J.  A.  Secor 

F.  H.  Smith  .... 

H.  Smith 

E.  J.  Stoddard  . . 
E.  E.  Truscott  .  . 
J.  Walrath  . . . 


A.  Winton 


S.  A.  Hasbrouck 

J.  W.  Eisenhuth 

E.    E.   Allyne    and    R.    G. 

Anderson 

C.  R.  Alsop 

S.  A.Ayres 

E.  and  W.  F.  Bauroth  . . 


621,525 
637,450 
634,679 
628,316 
636,048 

624,355 
620,554 
627,219 
627,220 
632,917 
632,918 
625,839 
621,572 
620,941 
620,602 
623,568 
636,298 

624,555 
623,190 
617,372 
632,859 
617,978 
626,120 
636,606 
624,649 
620,431 

622,876 

618,972 
632,888 
617,388 


PATENTS 


359 


C.  P.  Blake 

C.  W.  Bogart 

J.  O.  Brown 

F.  Burger 

W.  H.  and  J.  Butterworth 

O.  F.  Good 

E.  W.  Graef 

J.  D.  Hay  and  B.  M.  Bullock  . 

L.  J.  Hirt  . , 


L.  S.  Kirker 

H.  A.  Knox 

A.  Lee 

P.  Murray 

A.  H.  Neale 

R.,  Sr.,  and  R.  Nuttall,  Jr....  j 

G.  Palm 

C.  Quast 


631,003 
628,518 
635^94 
632,913 
624,750 
634,686 
622,891 
632,814 
620,926 
629,904 

627,338 
627,857 

634,529 
619,776 

639.683 
631,224 
640,018 
618,435 
624,975 


E.  Rappe 637,975 

J.  W.  Raymond 636,451 

C.  C.  Riotte 616,974 

"628,122 


W.  S.  Sharpneck. 


528,123 
628,124 
628,125 

H.  Smith 632,762 

G.  S.  Strong 637,298 

T.  J.  Sturtevant 634,509 

A.  A.  Vansickle 620,080 

G.  A.  Whitcomb 634,654 

J.  Williams,  Jr 636,478 

E.  E.  Wolf 618,157 

C.  Hoerl 633,380 

G.  Dahlberg,  J.  Clicquennoi,  (  633,338 

and  E.  Uhlin (  633,339 

J.  H.  Hamilton 621,526 


—IpOO — 


J.  W.  Eisenhuth |  640,890 

(  642,434 
J.  L.  Baillie  and  P.  B.  Verity  .   642,949 

J.  F.  Craig 644,004 

J.  F.  Duryea 646,399 

G.W.Lewis..  {640,674 

(  640,675 

T.  Malcolmson 642,143 

J.  A.  Secor 640,71 1 

C.  Sintz 646,322 

G.  A.  Tuerk 641,659 

A.  Heil 645,293 

W.  A.  Kope 642,043 

[640,393 

G.W.Lewis.  J  640,394 

]  640,672 
[640,673 

A.  L.  Navone 642,706 

A.  T.  Otto 645,044 

G.  S.  Shaw 641,156 

J.  Straszer 640,237 

P.  Robertson  andC.  Matson..  641,727 

B.  M.  Aslakson 644,566 

A.  J.  Frith 644,798 

E.  Thomson 642,176 

J.  E.  Thornton  and  J.  P.  Lea  .  644,951 
A.  G.  New 642,871 


L.  Charon  and  F.  Manaut.  . . . 
J.  G.  Lepper  and  W.  F.  Dial  . 

A.  Bink.. 

E.  Fahl.... 

H.  A.  Frantz 

C.  O.  Heggem 

C.  W.  Hunt 

A.  J.  Martin 

E.  A.  Sperry 

H.  Stommel 

G.  E.  Whitney 

G.  E.  Whitney  and  H.  Howard 

W.  O.  Worth 

A.  Olson.. 


J.  W.  Lambert, 


L.  Jones,  Jr. . 

F.  J.  Macey  . 
C.  R.  Alsop  . 

G.  W.  Lewis . 


H.  F.  Probert. 


D.  Drawbaugh , 

W.   J.   Perkins  and  C.   H. 

Blomstrom , 

F.  R.  Simms.. 


645.458 
644,295 
644,843 
644,853 
644,590 

644,598 
641,514 

64i,3r3 
643,258 
645,497 
642.771 
642,943 
645,378 

643,525 
640,667 
640,668 
645'398 
643,513 
640,252 
640,392 

640,395 
642,366 
642,562 
643,087 

643,002 
642,167 


36° 


GAS,    GASOLINE,    AND    OIL    ENGINES. 


W.  Banes 

E.  T.  Headech 

J.  C.  Anderson 

J.Craig,  Jr 

G.  A.  Fleury 

C.  A.  Scott 

T.  Cascaden,  Jr.,  and  T.  C. 

Menges 

A.  H.  Goldingham 

H.  Sutton 

W.  J.  Woodward  and  D. 

Barckdall 

J.  H.  Atterbury 

W.  R.  Dow 

W.  W.  Gerber 

J.  S.  Losch 

C.  A.  Miller 

C.  K.  Pickles  and  N.  W. 

Perkins,  Jr 

F.  W.  Toedt | 

A.  Martini 

E.  Funke 

J.  McLean 

H.  Swain 

H.  Crouan 

J.  Wickstrom 

A.  Adamson 

H.  T.  and  H.  A.  Dawson 

V.  R.  Stewa*rt 

H.  A.  Bertheau 

C.  E.  Belcher 

T.  Croil..... 

T.  B.  Dooley 

J.  Greffe 

R.  Hagen 

F.  K.  Irving 

F.  A.  La  Roche 

A.  H.  Overman  and  J.  H. 

Bullard 

R.  M.  Owen 

L.  W.  Ravenez 

E.  S.  Sutch 

O.  Waechtershaeuser 

J.  A.  Ostenberg 

W.  J.  McDuff 

O.  Owens 

L.  Hutchinson.. 


644,027 
646,282 
65^741 
650,525 
651,966 

647,583 
652,470 

650,583 
650,736 

649,713 

652,382 
647,651 

652,539 
650,789 

652,544 
652,724 

650,549 
651,216 

651,875 
650,312 
646,452 
650,571 
651,237 
650,576 
651,062 
651,780 
650,661 
648,914 
650,816 
652,534 
651,323 
652,673 
646,982 
646,993 
652,278 

648,286 

652,486 

650,95° 
648,059 

652,571 
648,520 
650,266 
646,867 
648,689 


E.  S.  Raines 652,104 

W.  F.  Davis 648,122 

W.  H.  Cotton 647,946 

D.  M.  Tuttle 649,778 

J.  C.  Anderson 651,742 

C.  E.  Duryea 649,441 

W.  E.  Gary 657,810 

C.  Hautier 656,020 

F.  C.  Olin 653,876 

T.  B.  Royse 653,040 

C.  W.  Shartle  and  C.  E.  Miller  658,594 

H.  Smith 657,576 

E.  C.  Wood 655,473. 

G.  W.  Starr  and  J.  H.  Cogswell  657,140 

S.  F.  Beetz 657,384 

C.  R.  Daellenbach 653,379 

0.  J.  Fairchild 656,101 

H.  A.  Bertheau 655,186 

F.  J.  Sproehnle 653,971 

S.  Messerer 654,996 

V.  V.  Torbensen 653,854 

R.  H.  Little    . . 656,823 

E.  Haynes  and  E.  Apperson..  658,367 

M.  F.  Marmonier 657,226 

R.  A.  Frisbie 656,539 

G.  E.  Hoyt 657,934 

W.  J.  Baulieu 653,651 

C.  L.  Mayhew 652,909 

J.  J.  Simmonds 658,127 

J.  Rambaud 654,356 

G.  Palm. 654,761 

W.  E.  Simpson 658,595 

S.  W.  Rea. 657,451 

F.  A.  Law 653,353 

L.  Witry 655,289 

G.  W.  Henricks 653,957 

R.  R.  von  Paller 655,269 

C.  H.  Blomstrom 657,055 

A.  C.  von  Fahnenfeld  and  E.  )  6 

S.  von  Wolfersgriin 1 

J.  G.  MacPherson 655,407 

G.  Kiltz 657,739 

R.  Diesel 654,140 

F.  A.  La  Roche 657,662 

1.  H.  Davis 657,760 

J.  G.  MacPherson 655,406 

H.  Wegelin 654,693 

G.  L.  Reenstierna  . , , , 655,661 


PATENTS. 


A.  J.  New  .  

656,143       G.H.Rogers  

660,338 

S.  A.  Hasbrouck  

654,894       C.  Bonjour  

66o,4I2 

H.  C.  Thamsen  

654,818       F.  Diirr  

660,292 

L.    S.   Clarke,  W.    Morgan, 
and  J.  G.  Heaslet  

>653'501       J.W.Lambert  

660,954 
660,778 

[653,167       E.  T.  Birdsall  

660,786 

653,168       J.  W.  Lambert  

66l,l8l 

653,169       G.  L.  Reenstierna  

661,276 

C.  J.  Coleman  x 

653,170       A.  Johnson  

661,291 

653,172       A.  and  E.  Boulier  

661,439 

657,516      T.  M.  and  F.  L.  Antisell  

661,300 

657,899       F.  C.  Dyckhoff  

661,369 

,658,238       J.  B.  Rodger  

661,078 

P.  J.  Collins  j 

655,853       L.  Charon  and  E.  Manaut  

661,235 

656,389       X.  de  la  Croix  

661,854 

E.  P.  Cowles  

654,716       J.  Day  

661,559 

J.  T.  Dougine  

655,329       N.  A.  Guillaume  

661,865 

C.  E.  Duryea  

653,224       M.  Flood  

662,189 

J.  W.  Eisenhuth  

656,396       F.  R.  Simms  

662,317 

C.  D.  P.  Gibson  

656,962       A.  J.  Signor  

662,315 

654,797       T.  L.  and  T.  J.  Sturtevant  

662,040 

658,068       A.  J.  Signor  

662,155 

H.  W.  Libbey  

654,741       G.  J.  Altham  and  J.  Beattie,  Jr. 

662,l8l 

C.  A.Lieb  

653,102       G.  A.  Timblin  (designs)  

33»592 

J.  H.  Munson  

653,199      H.  B.  Steele  

662,631 

L.  J.  Phelps  

653,879       P.  Swenson  

662,507 

W.  Scott  

656,483       O.  F.  Good  

662,718 

C.  T.  Shoup  

658,046       M.  S.  Napier  

663,388 

F.  E.  and  F.  O.  Stanley  

657,71  1       H.  W.  Strauss  

663,106 

V.  V.  Torbensen  

653,855       A.  D.  Garretson  

663,091 

r  652,940       G.  A.  Tuerk  

663,798 

652,941       W.  H.  Cotton  

663,655 

G.  E.  Whitney  J  652,942       G.  Buck  

663,725 

652,943       L.  S.  Clarke  and  J.  G.  Heaslet 

663,729 

[652,944       F.  R.  Simms  and  R.  Bosch  .  .  . 

663,643 

W.  S.  Halsey  

659,027       H.  Smith  

663,475 

L.  H.  Nash  

658,858       C.  O.  White  

664,110 

J.  M.  Olsen  

659,095       A.  T.  Otto  

664,360 

E.  A.  Mitchell  

658,993       L.  H.  Nash  

664,025 

A.  A.  Williams  

659,426      C.  O.  White  

664,200 

W.  F.  Davis  

660,073       J.  Dougill  

664,134 

D.  E.  Barnard  

659,91  1       J.  W.  Eisenhuth  

664,018 

H.  D.  Weed  

659,944       H.  Sutton  

664,689 

P.  H.  Standish  

660,129       G.  Miari  and  F.  Giusti  

664,661 

660,482      W.  K.  Freeman  

664,632. 

•''''I 

UNIVERSITY  J 

> 

^                     OF                 _# 

GAS,  GASOLINE,  AND  OIL  ENGINE  BUILDERS 

In  the  United  States,  including  those  represented  in  the 
text  of  this  work. 


SPECIAL   NAMB  OF   MOTOR. 


Acme  Gas  Engine  Works,  Erie,  Pa. 

Allman  &  Thompson,  New  York,  N.  Y. 

American  Motor  Co. ,  New  York,  N.  Y. 

American  Gas  Engine  Co.,  Philadelphia,  Pa. 

The  Warden  Mfg.  Co.,  Philadelphia,  Pa. 

The  Backus  Motor  Co.,  Newark,  N.  J. 

French. 

Charter  Gas  Engine  Co.,  Stirling,  111. 

J.  Brombacher's  Sons,  Brooklyn,  N.  Y. 

C.  F.  Langston  &  Co.,  Philadelphia,  Pa. 

The  Daimler  Motor  Co.,  New  York,  N.  Y. 

The  Dayton  Gas  Engine  &  Mfg.  Co.,  Dayton,  O. 

Out  of  business. 

I.  A.  Holmes,  Philadelphia,  Pa. 
Fairbanks, "imprVd,  The  Fairbanks  Co.,  New  York,  N.  Y. 
Fairbanks-Morse,"      The  Fairbanks-Morse  Co.,  Chicago,  111. 

The  Foos  Gas  Engine  Co.,  Springfield,  O. 

Pennsylvania  Iron  Works,  Philadelphia,  Pa,, 

The  Hartig  Gas  Engine  Co.,  Newark,  N.  J. 

Detroit  Gas  Engine  Co. ,  Detroit,  Mich. 

The  Advance  Mfg.  Co.,  Hamilton,  O. 

De  la  Vergne  Refrigerating  Machine  Co. , 
New  York,  N.  Y. 

A.  Kingsland  Hiscox,  150  Nassau  St. ,  New  York. 

Lambert  Gas  &  Gasoline  Engine  Co. ,  Anderson,  Ind. 

Keystone  Iron  Works,  Fort  Madison,  Iowa. 

Welch  &  Lawson,  New  York,  N.  Y. 

Garrett  Engine  &  Machine  Works,  Garrett,  Ind. 

Monitor  Vapor  Engine  &  Power  Co.,  Grand  Rapids, 
Mich. 

National  Meter  Co.,  New  York,  N.  Y. 

The  Cook-Stoddard  Mfg.  Co.,  Dayton,  O. 

New  Era  Iron  Works,  Dayton,  O. 

Donegan  &  Swift,  New  York,  N.  Y. 

P.  F.  Olds  &  Son,  Lansing,  Mich. 
\  The  Titusville  Iron  Co.,  Titusville,  Pa. 
(  The  Olin  Gas  Engine  Co.,  Buffalo,  N.  Y. 

Oriental  Gas  Engine  Works,  San  Francisco,  Cal. 


(Acme," 
Allman," 

'American  Motor,' 
American,"    . 
Atkinson/3     . 
Backus," 
Bolee," 
Charter,"        . 
Climax," 
Climax  Vertical," 
Daimler," 
Dayton," 
Economic," 
Facile," 


Foos," 
Globe," 
Hartig," 
Hicks," 
Hamilton,"    . 
Hornsby-Akroyd, ' 

Hydro-Carbon," 
Lambert," 
'Lamos," 
Lawson," 
•Model," 
Monitor,  Mogul,* 

;Nash,"        \ ".] 
'National,"      . 
'New  Era,"      . 
'New  York  Motor,' 
•Olds,"          "'."• 

'Olin," 
'Oriental,"      . 


GAS,    GASOLINE,    AND    OIL   ENGINE    BUILDERS.         363 


SPECIAL   NAME  OF   MOTOR 

"Otto," 

"Parker," 

"Pierce," 

"  Priestman, " 

"Prouty," 

"Porkorney," 

"Phelps," 

"Racine,"         .  ,      . 

"Raymond," 

"Ruger," 

"  Simplex," 

"Sintz," 

"Springfield," 

"Star," 

"Sumner"  (Watkins) 

"Union," 

"Underwood," 

"Victor," 

"Vreeland,"     . 

"Weber," 

"Webster,"      . 

' '  Westinghouse, ' '     . 

"  White  &Middleton,' 

"Witte," 

"Wing," 

"Wolverine," 

"Wootters,"     . 

ENGINES,       . 


'•The  Diesel  Motor," 


The  Otto  Gas  Engine  Works,  Philadelphia,  Pa. 

The  Yonkers  Mfg.  Co.,Yonkers,  N.  Y. 

Pierce  Engine  Co.,  Racine,  Wis. 

Priestman  &  Co. ,  Philadelphia,  Pa. 

The  Prouty  Co.,  Chicago,  111. 

Rome  Gas  Engine  Co.,  Rome,  N.  Y. 

Fort  Wayne  Foundry  &  Machine  Co.,  Fort  Wayne, 

Ind. 

Racine  Hardware  Co.,  Racine,  Wis. 
].  I.  Case  Threshing  Machine  Co.,  Racine,  Wis. 
The  J.  M.  Ruger  Mfg.  Co.,  Buffalo,  N.  Y. 
Chas.  P.  Willard  &  Co.,  Chicago,  111. 
Sintz  Gas  Engine  Co.,  Grand  Rapids,  Mich. 
The  Springfield  Gas  Engine  Co.,  Springfield,  O. 
The  Star  Gas  Engine  Co.,  New  York,  N.  Y. 
The  F.  M.  Watkins  Co.,  Cincinnati,  O. 
The  Union  Gas  Engine  Co.,  San  Francisco,  Cal. 
The  Comings  Mfg.  Co.,  Upper  Sandusky,  O. 
Thomas  Kane  &  Co.,  Chicago,  111. 
Kumberger,  Clements  &  Co.,  New  York,  N.  Y. 
Weber  Gas  &  Gasoline  Engine  Co.,  Kansas  City,  Mo. 
Webster  Mfg.  Co.,  Chicago,  111. 
Westinghouse  Machine  Co.,  Pittsburgh,  Pa. 
'  White  &  Middleton  Gas  Engine  Co. ,  Baltimore,  Md. 
The  Witte  Iron  Works  Co.,  Kansas  City,  Mo. 
L.  J.  Wing  &  Co.,  New  York,  N.  Y. 
Wolverine  Motor  Works,  Grand  Rapids,  Mich. 
McMyler  Mfg.  Co.,  Cleveland,  O. 
Auglaise  Machine  Co. ,  St.  Marys,  O. 
The  Carl  Anderson  Co.,  Chicago,  111. 
Cooper  Machine  Co. ,  Toronto,  Ont. 
Columbus  Gas  Engine  Co.,  Columbus,  O. 
Columbus  Machine  Co.,  Columbus,  O. 
Champion  Gas  Engine  Co.,  Chicago,  111. 
The  Best  Mfg.  Co.,  San  Leandro,  Cal. 
The  Davis  Gasoline  Engine  Co.,  Waterloo,  Iowa, 
Chas.  Brunner,  Peru,  111. 

California  Gas  Engine  Co.,  San  Francisco,  Cal. 
J.  F.  Chuse  &  Co. ,  Mattoon,  111. 
Buckeye  Mfg.  Co.,  Anderson,  Ind. 
Crescent  Mfg.  Co.,  Titusville,  Pa. 
Berger  Gas  Engine  Co.,  Fort  Wayne,  Ind. 
Davenport  Gasoline  Engine  Co. ,  Davenport,  Iowa 
Indianapolis  Engine  Co.,  Indianapolis,  Ind. 
Kinard  Press  Co.,  Minneapolis,  Minn. 
Booaird  &  Seyfang  Mfg.  Co. ,  Bradford,  Pa. 
Diesel  Motor  Co.  of  America,  New  York,  N.  Y. 
The  Economic  Engine  Co. ,  Utica,  N.  Y. 


364  GAS,    GASOLINE,    AND    OIL    ENGINES. 

SPECIAL   NAME   OF    MOTOR.  ADDRESS. 

The  Golden  State  &  Miners'  Iron  Works,  San  Francis- 
co, CaL 

C.  M.  Kemps  Mfg.  Co.,  Baltimore,  Md. 

Lewis  Gas  Motor  Co. ,  Baltimore,  Md. 

Miller  Gas  Engine  Co. ,  Springfield,  O. 

Morro  Motor  Co.,  Morro,  Cal. 

Raymond  Mfg.  Co.,  San  Francisco,  Cal. 

Oil  City  Boiler  Works,  Oil  City,  Pa. 

Mietz  &  Weiss,  New  York,  N.  Y. 

Keystone  Gas  Engine  Co.,  New  Brighton,  Pa. 

The  Hercules  Gas  Engine  Works,  San  Francisco,  Cal. 

The  Van  Dusen  Gas  &  Gasoline  Engine  Co..  Cincin- 
nati, O. 

Superior  Gas  Engine  Co. ,  Springfield,  O. 

Waterloo  Gasoline  Engine  Co.,  Waterloo,  Iowa. 

Van  Home,  Burger  &  Co.,  Dayton,  O. 

The  Western  Gas  Construction  Co.,  Fort  Wayne,  Ind. 

Utica  Gas  Engine  Works,  Utica,  N.  Y. 
"  Gas  Motor  Air  Compressors,"  Sperry  Engineering  Co.,  Cleveland,  O. 

The  Temple  Machinery  Co. ,  Denver,  Col. 

W.  T.  Garratt  &  Co.,  San  Francisco,  Cal. 

The  Pierce-Crouch  Engine  Co. ,  New  Brighton,  Pa. 

Maxwell,  Wyeth  &  Co.,  Brooklyn,  N,  Y. 

J.  J.  Norman  Co.,  Chicago,  111. 

Kling  Bros.,  Chicago,  111. 

Rogers  Gas  Engine  Works,  Chicago,  111. 

Frontier  Iron  Works,  Detroit,  Mich. 

Knight  Mfg.  Co.,  Canton,  O. 

The  following  names  are  of  specialists  in  the  manufacture  of  marine 
engines  and  boats : 

Grand  Rapids  Gas  Engine  and  Yacht  Co.,  Grand 

Rapids,  Mich. 

Murray  Iron  Works,  Burlington,  Iowa. 
Truscott  Boat  Mfg.  Co.,  St.  Joseph,  Mich. 
Ofeldt  &  Sons,  foot  25th  St.,  Brooklyn,  N.  Y. 
C.  C.  Riotte  &  Co.,  1955  Park  Ave.,  New  York,  N.  Y. 
Chas.  B.  King  Co.,  Detroit,  Mich. 
Zenith  Gas  Engine  &  Power  Co.,  San  Francisco,  Cal. 
Gas  Engine  and  Power  Co.,  and  Chas.  L.  Seabury  Co., 

Consolidated,  Morris  Heights,  New  York  City. 

The  following  names  are  of  specialists  in  the  manufacture  of  gasoline 
engines  for  vehicles  and  of  motor  carriages : 

Duryea  Motor  Wagon  Co.,  Springfield,  Mass. 

Haines  &  Apperson,  Kokamo,.Ind. 

H.  Mueller  Mfg.  Co.,  Decatur,  111. 

Stephen  M.  Balzer,  370  Gerard  Ave.,  New  York,  N.  Y. 

A.  D.  Steally,  Oakland,  Cal. 


I 

GAS,    GASOLINE,    AND    OIL    ENGINE    BUILDERS.         365 

The  Winton  Motor  Carriage  Co.,  Cleveland,  O. 
Indianapolis  Pattern  Works,  Indianapolis,  Ind. 
The  Olds  Motor  Vehicle  Co.,  Lansing,  Mich. 
Caldwell  Lawn  Mower  Co. ,  Newburgh,  N.  Y. 
Robt.  Aldrich,  Worcester,  Mass. 
J.  B.  West,  Rochester,  N.  Y. 
Altham  International  Motor  Co.,  Boston,  Mass. 
Co  H.  Black  Mfg.  Co.,  Indianapolis,  Ind. 
Henry  C.  Hart  Mfg.  Co.,  Detroit,  Mich. 
Canda  Mfg.  Co.,  n  Pine  St.,  New  York,  N.  Y. 
Allen  W.  Brown,  St.  Louis,  Mo. 
Overman  Wheel  Co. ,  Chicopee  Falls,  Mass. 

The  following  names  are  of  parties  that  furnish  gas  and  gasoline  engine 
castings  for  amateurs  with  drawings,  and  also  finished  engines : 
Palmer  Bros.,  Mianus,  Conn. 
Lowell  Model  Co.,  Lowell,  Mass. 
Van  Dusen  Gasoline  Engine  Co.,  Cincinnati,  O. 


Other  Books  on  Gas  Engines 


The  publishers  of  this  book  can  also  supply  the  following 
English  books : — 

"THE  GAS  ENGINE,"  by  Clerk. 

History  and  Practical  Working.      Illustrated.     Seventh 
edition.     i2mo.     1896 Price  $4.00 

A  TEXT  BOOK  ON  GAS,  OIL,  AND  AIR  ENGINES,  by  Donkin. 

138  Illustrations.     8vo.     Second  edition     ....      Price  $7.50 

CARE  AND  MANAGEMENT  OF  GAS  ENGINES,  by  Leickfield. 

103  pages.     Small  i6mo.     1896 Price  $1.00 


INDEX. 


ABSORPTION  of  heat  by  walls,  12 
Absolute  zero,  9 

Acetylene  for  explosive  motors,  53 
Air  pump,  249 
meter,  68 

Amick  gas  regulator,  345 
Atkinson  engine,  41 
Atomizers,  64,  251 
Automobile  carriages,  283 

B 

BACK  fire,  107 
Barnett's  engine,  3 
Batteries,  216 
Beau  de  Rocha's  four-cycle 

type,  3,  4 
Boyle's  law,  8,  10 
Brake,  "Prony,"  113 

differential,  115 

rope,  116 

Brown's  gas-vacuum  engine,  3 
Builders  of  gas  motors  in  U.  S.,  358 
Bunsen  burner,  83 


CARBURETTERS,  56,  227 
Cards— explosion  at  constant 

volume,  14-16 

Lenoir  type,  19 

Ivenoir  comparative,  21 

perfect  cycle,  23 

four-cycle  type,  28 

computation,  28 
Card,  Otto  four-cycle,  32 

Atkinson,  33 

full  load  four-cycle,  34 

half  load  four-cycle,  35 

typical  four-cycle,  36 

Priestman,  251 


Carriage,  Bollee,  282 

Clement,  285 

Daimler,  236 

Duryea,  277 

Mueller,  284 

Pennington,  287 

Petter,  292 

motors,  236,  276,  283,  284,  287, 

292 

Causes  of  loss  and  inefficiency,  38 
Combustion  chamber,  39 
Combustion,  time  and  pressure,  14 

shrinkage  and  products,  35 
Comparisons,  effective  power,  I,  2 
Clerk,  Dugald,  experiments,  8,  22, 

39 

Cooling  water  of  cylinder,  40 
Crossley  engine,  41,  43 
Cylinder  capacity,  70 

dimensions,  I 

tables,  71,  72 

volumes,  forms,  39 

lubrication,  102 

D 

DIFFUSION,  gas  and  air,  63 
Dynamometers,  113,  117 


EFFICIENCIES  of  heat,  25 
Efficiencies  of  engines,  19-24 
Electric-lighting  economy,  42-45, 

336 
Engine  testing,  125-129 

trials,  41,  43,  335 
Examples  of  computation,  11,  12 
Explosion  at  constant  volume, 

14-16 
Explosive  volumes,  gas  and  air, 

16,  17 


INDEX. 


367 


FOOT  pounds  of  power,  48 
Formulas,  pressure,  constant 
temperature,  8 
for  computation,  n 
heat,  26,  27 


G 

GAS  ENGINES. 

The  Allman,  199 
Amateur,  299 
American,  188 
American  motor,  221 
Atkinson,  153 
Backus,  193 
Bicycle,  277 
Bollee  tricycle,  282 
Charter,  138 
Climax,  262 
Daimler,  226 
Dayton,  167 
Duryea,  276 
Economic,  130 
Empire,  347 
Facile,  267 
Fairbanks,  322 
Fairbanks-Morse,  177 
Foos,  164 
Garrett,  297 
Griffin,  191 
Grohman,  293 
Hartig,  196 
Hamilton,  317 
Hicks,  218 

Hornsby-Akroyd,  258 
Hydrocarbon,  272 
Lambert,  213 
Lawson,  252 
Mietz  &  Weiss,  319 
Mogul,  303 
Monitor,  301 
Naphtha  motor,  336 
Nash,  202,  335 
New  era,  132 
New  York  motor,  264 
Olds,  237 


Olin,  306 

Otto,  308 

Otto  marine,  313 

Fetter,  290 

Priestman,  246 

Pierce,  135 

Prouty,  211 

Racine,  256 

Raymond,  146 

Ruger,  1 86 

Russ,  343 

Secor,  346 

Simplex,  269 

Sintz,  150 

Springfield,  159 

Star,  224 

Trotter,  293 

Vapor  motor,  340 

Victor,  1 68 

Vreeland,  192 

Watkins,  332 

Weber,  240 

Webster,  157 

White  &  Middleton,  271 

Wolverine,  172 
Gas  engine  builders,  358 
Gas  and  electric-lighting,  43,  44, 

335 
Gas  regulator,  345 

acetylene,  53,  54,  55 
Gas,  coal,  47 

natural,  49 

oil,  49,  50 

producer,  50 

water,  51 

semi- water,  51 
Gases,  various,  values,  48 
Gasoline,  51,  52 
Gas  gravity  regulator,  66 
Gay  Lussac's  law,  9 
Generator,  permanent  magnet,  95, 

in,  333 

Governors  and  valve  gear,  74,  134 
Governors,  Robey,  74,  75 

pick-blade,  76 

inertia,  77 

vibrating,  78* 

pendulum,  79 

adjustment,  108 


368 


INDEX, 


H 

HEAT  efficiencies,  25,  26,  27,  29 

formulas,  26,  27,  28 

units,  40,  47,  48 
Historical  progress,  3 
Hot- tube  igniters,  98-101 
Hugon  motor,  3 


IGNITERS  and  exploders,  83 
Igniter,  Nash,  86 

Otto,  83,  84 

tube,  86,  88,  89,  98,  100 

slide,  87 

double,  92,  93 

sparking  coil,  93 

Springfield,  163 
Ignition,  electric,  90,  91 

spark-brake,  92 

current-breaker,  94 

rock-shaft  sparker,  94,  166 

union  sparker,  94,  95 

field  generator,  95 

timing  valves,  96 

starter,  97 
Indicator,  119-122 

reducing  pulley,  122 
Introductory  comparisons,  I,  2 
Isothermal  curve,  8 


Lenoir  motor,  3 

efficiency,  19 
Light  in  the  cylinder,  8 
Lighting  economy,  48 
Loss  and  inefficiency,  38 
Lubricator,  Robey,  103 

M 

MATERIAL  of  power,  47 
Management  of  explosive  motors,; 

105 

Measurement  of  power,  112 
Measurement  of  speed,  117 
Mechanical  equipment,  9 
Mufflers,  exhaust,  72,  107,  108 
Motor  vehicles,  236,  277,  283,  284, 

292 

N 

NASH  engine  trials,  44,  45,  335 
Naphtha,  51,  52 

O 

Oil,  vapor  engines,  258,  293 
Otto  and  Langdon  progress,  3,  4 

four-cycle  card,  32 

igniter,  83 

slide-valve,  84 


JOULE'S  law,  12 


KANE-Pennington  motor,  31 


LAW  of  thermodynamics,  9 
Launch,  naphtha  vapor,  336 

vapor  motor,  342 

hydrocarbon,  272 

Otto,  316 

monitor,  304 

sectional,  305 

American  motor,  223 

Daimler,  234 


PATENTS,  number  of,  4,  5,  o 
expiration  of,  6 
list,  1875  to  1897,  349 
Petroleum  products,  51 
Phenomena  of  explosion,  8 
Porcelain  tubes,  100 
Power,  measurement,  112 
Pressure  and  volume,  8-n 

and  temperature,  n 
Products  of  combustion,  35 


RATIO  of  expansion,  9,  10 
Rating  of  English  engines,  72 
Raymond  engine  trial,  45 
Regulators  and  gas  bag,  216 
Retarded  combustion,  30 


INDEX. 


369 


SIMPLEX  engine,  32 
Shrinkage  by  combustion,  35 
Spark,  intermittent,  34        </ 

continuous,  34 

Specific  heat,  gas,  and  air,  20,  47 
Stratification  of  mixture,  13 


TABLE  I.,  Explosions,  constant 
volume,  14 

II.,  Explosions,  constant 
volume,  16 

III. ,  Material  of  power,  48 
Natural  gas  constituents,  49 
V.,  Efficiencies,  speed,  31 
IV.,  Petroleum  products,  52 

Tangye  engine  trial,  43 

Tachometer,  118 

Temperature,  jacket  water,   32 

Testing,  explosive  engines,  125 

Time  of  explosion,  mixtures,  16 

Timing  valves,  96,  97 

Theory  of  explosive  engines,  7 
of  combustion,  13 


Tricycle,  282 

Types  of  engines,  motors,  130 

U 

UTILIZATION  of  heat,  18 
Useful  effect  from  speed,  30 

V 

VAPOR  engines,  336-340 
Vapor  gas,  65 
Vaporizers,  58,  250 
Valve  gear,  worm,  81 

ratchet,  81 

timing,  96,  97 
Vibration,  buildings  and  floors,  123 

W 

WAU,-cooling,  30 

surface,  33 

Water  vapor  from  combustion,  47 
Water  tanks,  187,  212,  242,  265 
Worm  gear,  134 


ZERO,  absolute,  9 


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